ARP Catalog by Timothy Meyer

2007 Catalog

HI-PERFORMANCE FOR COMPETITION

Stock Replacement Rod Bolts pages 29-33

Aftermarket Replacement Rod Bolts- page 34-35

Distributor Hold-Down Studs - pages 55, 58

Harmonic Balancer Bolts - page 56

Intake Manifold Bolts - pages 53, 60, 68

Thermostat Housing Bolts pages 54, 59

Camshaft Bolts page 57

Valve Cover Bolts & Studs - pages 48, 60

Rocker Arm Adjusters - page 47 Rocker Arm Studs - page 46

ASSEMBLE YOUR ENGINE THE RIGHT WAY WITH ARP FASTENERS! Front Cover Studs - page 51

Header Studs & Bolts - page 49 Flywheel/Flexplate Bolts - page 62

Water Pump Bolts - page 51

Drive Plate Bolts - page 66 Wheel Studs pages 66, 67

800-826-3045 Torque Converter Bolts - page 63

ROD BOLTS

FASTENERS AND STREET Air Cleaner Studs - page 54

Carburetor Studs - pages 53, 69

Header Studs & Bolts page 49

Head Studs & Bolts pages 36-42, 72-73

Main Studs & Bolts - pages 43-45, 74

1863 Eastman Avenue Ventura, CA 93003 e-mail: info@arpfasteners.com web: www.arp-bolts.com phone: 805-339-2200 fax: 805-650-0742

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INDEX Accessory rear cam drive.......................................52 Air cleaner studs ....................................................54 Alternator bolts ......................................................59 Alternator studs ...............................................58, 69 Apparel...................................................................91 Assembly lube........................................................86 Bellhousing stud kits ........................................52, 64 Blower studs ..........................................................55 Brake hat bolts .................................................65, 68 Camshaft bolts .......................................................57 Carburetor float bowl bolts ....................................55 Carburetor studs ..............................................53, 69 Carrier fasteners.....................................................65 Chrome moly bolt 5-packs ............................... 77-81 Clutch cover bolt kits .............................................63 Coil bracket bolts .............................................54, 58 Cylinder head bolts .......................................... 41-42 Distributor studs ..............................................55, 58 Drive pins...............................................................66 Drive plate bolts .....................................................66 Engine accessory kits ............................................61 Flexplate bolts ........................................................63 Flywheel bolts ........................................................62 Front cover bolts and studs ...................................51 Front mandrel bolts................................................69 Fuel pump bolts ...............................................51, 59 Fuel pump pushrods ..............................................56 General purpose nuts .............................................82 General purpose washers.......................................84 Harmonic balancer bolts ........................................56 Head bolts ..............................................................41 Head studs ............................................36-42, 72-73 Header bolts & studs .............................................49 Hex nuts.................................................................82 Insert washers .......................................................85 Intake manifold bolts .................................53, 60, 68 Main studs & bolts..................................... 43-44, 74 Metric exhaust/accessory studs .............................75 Motor mount bolts ...........................................51, 64 Nyloc nut 5-packs ..................................................82 Oil pan bolts & studs .......................................50, 60 Oil pump drives......................................................57 Perma-Loc adjusters ..............................................47 Plate nuts ...............................................................83 Porsche specialty fasteners....................................75 Pressure plate bolts ...............................................63 Rear end cover bolts ..............................................64 Ring compressors..................................................88 Ring gear bolts.......................................................65 Rocker arm studs...................................................46 Rod bolt extensions ...............................................87 Rod bolt stretch gauge...........................................88 Rod bolts ..............................................29-35, 70-71 Spark plug indexer .................................................87 Special purpose washers .......................................84 Stainless steel bolt 5-packs....................................81 Stand-off brackets..................................................85 Starter bolts ...........................................................52 Thermostat housing bolts ................................54, 59 Thread chasers ......................................................87 Thread sealer .........................................................86 Torque converter bolts ...........................................63 Torque specs.................................................... 24-26 Transmission pan bolts ..........................................63 Valve cover bolts & studs ................................48, 60 Water pump bolts ..................................................59 Weld bungs ............................................................85 Wheel studs ..................................................... 66-67

pages 29-35 replacement and aftermarket

CYLINDER HEAD pages 36-40, 46-49, 72-73 Head studs & bolts, rocker arm adjusters & valve cover

ENGINE BLOCK pages 43-45, 50-51 53 Main studs & bolts, oil pan & pump, front cover, water pump

INTAKE SYSTEM pages 53-55 Manifold bolts, carb, air cleaner & blower studs, coil, distributor

ENGINE COMPONENTS pages 56-57 Cam, harmonic damper bolts, fuel pump pushrod, oil pump

ACCESSORIES pages 58-61 Complete bolt kits, individual bolts from intake to oil pan

DRIVELINE pages 62-66 Flywheel, flex & pressure plate, converter, rear end, wheel studs

NASCAR SPECIALTIES pages 67-69 Special fasteners for NASCAR competition

SPORT COMPACT pages 72-75 Rod bolts, head bolts & studs, main bolts & studs, driveline

BULK FASTENERS pages 76-85 Bolt 5-packs, washers, nuts, weld bungs, stand-off brackets

TOOLS pages 86-89 Rod bolt extenders, stretch gauge, ring compressors, thread chasers

APPAREL

pages 91 © 2007 Automotive Racing Products, Inc. All Rights Reserved. “ARP”, the ARP logo, Wave-Loc, Perma-Loc, ARP2000 and ARP3.5 are registered trademarks of Automotive Racing Products, Inc. All other trademarks are property of their respective owners.

THE COMPANY

A Brief History They say that to be successful you must identify a need and satisfy it. Back in 1968 racing enthusiast Gary Holzapfel saw that many of his friends’ broken engines were caused by fastener failure. At the time, there were no commercially available studs and bolts up to the challenge. So Holzapfel called upon his many years of fastener making experience for a leading aerospace subcontractor and founded ARP® (Automotive Racing Products). In the ensuing years, the firm has grown from what was literally a backyard garage workshop into a highly diversified manufacturer with four operational Gary Holzapfel entities in Southern California with Founder and CEO a combined area in excess of 115,000 square feet. These include forging, machining, finishing and packaging/warehousing facilities in Santa Paula and Ventura, California. There is even a unique racing-themed restaurant at the main Santa Paula facility (called “Hozy’s Grill” - which is open to the public).

ARP’s state-of-the-art manufacturing facility in Santa Paula, California.

On hand at the Grand Opening of ARP’s new manufacturing facility in Santa Paula, CA were (l to r) 12-time NHRA World Champ John Force, ARP’s VP Sales & Marketing Bob Florine, Founder and CEO Gary Holzapfel, Assistant Sales Manager Chris Raschke and ARP President Mike Holzapfel.

Today, ARP’s product line contains thousands of part numbers, and has expanded to include virtually every fastener found in an engine and driveline. These range from quality high performance OEM replacement parts to exotic specialty hardware for Formula 1, IndyCar, NASCAR and NHRA drag racing and marine applications. As a matter of fact, ARP’s customer list reads like a “who’s who” of motorsports around the world. In the past several years, virtually every major championship on the planet has been won with engines prepared by ARP customers. These include NASCAR Winston Cup, CART, Formula 1, NHRA Top Fuel, Funny Car, & Pro Stock, NASCAR Busch Series and Craftsman Truck Series. And so it goes. ARP works closely with many, many teams as a supplier of engine and driveline fasteners, and has clearly become recognized as “the” preeminent source for serious racers. In addition to its core automotive business, ARP has an Aerospace Division, and is one of the very few companies in the world fully licensed by the United States Government to manufacture MS-21250 fatigue rated fasteners. ARP also manufactures a variety of industrial fasteners on a contract basis, and is known for its ability to promptly provide efficient solutions to problems at hand.

Packaging, warehousing and sales operations are handled out of Ventura, California.

All metal finishing operations are done in this Santa Paula plant.

This facility is home to ARP’s forging and heat-treating operations.

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In order to ensure optimum quality control, ARP has grown to be exceptionally self-reliant and now controls all aspects of the manufacturing process. All operations are performed in-house and closely monitored. This is how ARP has been able to establish a reputation for “zero defects” quality throughout the industry. The process begins right at the mill, where ARP orders only premium grade materials including several proprietary alloys. The ever-popular 8740 chrome moly steel, for example, comes from the mill in four distinct grades. The lowest is “commercial,” which is followed by “aircraft quality.” ARP uses only the top two grades (SDF and CHQ), which cost twice as much, but provide the foundation for defect-free fasteners. These materials come in bar stock (for studs) and huge coils (for bolts). Transforming raw material into a fastener begins with “hot” and “cold” heading processes. Material is fed into powerful devices and cold forged, or induction-heated and formed under tons of pressure.

Material comes from the mill in large coils...which subsequently will be fed into cold-headers and formed into bolts.

THE COMPANY

The Manufacturing Process…

Some bolts begin as induction-heated lengths of bar stock that are forged on huge presses with the desired head shape.

ARP’s bank of cold-headers can handle material up to 5/8˝ diameter and form bolts in a multi-phase operation.

An overview of part of ARP’s expansive machining operations. The shop is laid out for optimum efficiency.

Lengths of bar stock are automatically fed into special machines and cut to the appropriate length.

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THE COMPANY

Following the basic shaping, material is heat-treated to desired levels. This crucial process is done entirely in-house to assure total quality control. ARP uses special vertical racks to hold each piece individually and assure complete 360° penetration. This is far superior to commonly-used methods of dumping items into a large bin and batch-treating. Studs are centerless ground to guarantee concentricity. The thread rolling operation (to MIL-S-8879A specs) is done after heat-treat, which accounts for a fatigue strength up to ten times higher than fasteners which are threaded prior to heat-treat. ARP manufactures nuts in a multi-step process that begins with raw material being fed into a giant forming device that “blanks” the hex and 12-point nuts and continues with highly sophisticated automated threading equipment tapping each nut with an accuracy of .001˝ (which is five times higher than the aerospace standard). This ensures an exceptionally closetolerance fit between the bolt/stud and nut. Metal finishing is also performed in-house at ARP. Operations include black oxide coating of chrome moly or polishing stainless steel to a brilliant luster.

The Grinding Department is where all studs are centerless ground to ensure that they are perfectly concentric. As many as ten machining steps are required to achieve this level of accuracy.

Powerful cold-forging equipment is used to make ARP’s hex and 12-point nuts. Multi-stage dies are employed to precision-form the finished “blanks.”

A series of CNC-threading machines are employed by ARP to accurately tap the threads in nuts. Tolerances held are 5 times better than aerospace standards.

Heat-treating is critically important in obtaining the correct tensile strength. Fasteners are placed in special vertical racks to ensure complete 360˚ penetration.

ARP performs the thread rolling operation after heat-treating, which results in a fatigue strength up to 10-times higher than fasteners with threads rolled prior to elevating the material’s tensile strength.

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Also on the premises is a fully-equipped lab for R&D and quality control. It has everything required to ensure that ARP products measure up to the company’s ultra high standards. Some of the tests that ARP personnel perform on an ongoing basis include proof loading (using a 120,000 lb. capability tensile machine), fatigue cycle (Amsler) and hardness (Rockwell). Visual inspections include use of an Optical Comparator (to check thread root contour, etc.), fixtured micrometers and microscopic grain flow analysis. The computer-controlled fatigue cycle testers allow ARP to take fasteners to a failure point in millions of cycles – as opposed to the aerospace norm of 65,000 average to 130,000 cycles maximum. This allows ARP engineers to verify the design specifications of each fastener, and prove its ability to provide superior long-term service. Finished products are packaged and warehoused in ARP’s Ventura facility, which is also home to the firm’s customer service, technical and sales office.

THE COMPANY

A bank of CNC machining centers are employed at ARP to perform specialty operations.

Contemporary EDM technology is used to perform special operations, such as hex-broaching the nose of a unique short-run fastener

ARP’s popular stainless steel engine & accessory fasteners are polished to a brilliant luster using this specialized equipment.

Fasteners are shot-peened after heat-treatment to remove any surface irregularities and improve overall external integrity.

The finishing touch for most chrome moly fasteners is the black oxiding operation. Fasteners go through a series of “baths.”

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THE COMPANY

Behind The Scenes There are a number of important elements in the production of specialty fasteners, not the least of which are materials, design and manufacturing. As you read further into this catalog, you will get a better idea of the extraordinary steps taken by ARP to produce the very finest products of their kind on the market today. The key to success in all areas is personnel. And here’s where ARP’s cadre of highly qualified and dedicated specialists shines brightly. Two valuable resources in the design of ARP products are Dr. Kenneth Foster and Russell Sherman, P.E. Both men have extensive backgrounds in mechanical engineering, metallurgy and stress analysis. Their academic credentials are substantial, and real world experience equally impressive. Dr. Foster has a Ph.D. in Engineering Mechanics from Cornell University and has taught at several colleges. He was formerly the head of Stress & Dynamics at Hughes Aircraft, Space Systems division. Mr. Sherman has been awarded a fellowship from A.S.M. International, and holds a number of fastener patents. Some of the most valuable work done by Foster and Sherman includes analyzing various aspects of engine, chassis

and driveline structural loads, and coming up with solutions to the problems at hand. In this manner, the ARP Research Team is able to continually expand the company’s product line. ARP has added Robert Logsdon to its cadre of consultants. He comes to ARP with vast experience in the area of Metrology, Quality Control, Manufacturing, Acquisition and Configuration Management. Logsdon is a graduate of the U.S. Naval Academy of Metrology Engineering, the Defense Management College and U.S. Air Force Institute of

High powered electronic microscopes are used to carefully inspect critical components. ARP’s quality control team is relentless!

A series of special checking devices are employed to monitor the quality of threads.For every thread size, there is a checking device.

A computer-controlled Instron tensile machine is used to determine the ultimate tensile strength of studs and bolts.

Kenneth Foster, PhD Consulting Engineer

Russell Sherman, P.E. Consulting Engineer

Robert Logsdon Quality Control Mgr.

ARP has two of these highly sophisticated Amsler fatigue machines, which check fasteners through millions of cycles.

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The finished goods are given a protective coating and stored in sealed containers, awaiting packaging. Millions are in stock!

After final packaging the kits are placed in storage racks and are ready for order fulfillment. Thousands of SKU’s are warehoused.

through generous contingency awards programs with many racing programs. ARP is a long-time NHRA Major Sponsor.

What ARP Can Do For You In addition to manufacturing a comprehensive array of cataloged fasteners for automotive and aerospace applications, ARP thrives on the challenges of developing fasteners to solve unique problems. Racers, Pro Street enthusiasts and street rodders have, over the years, approached ARP about manufacturing special fasteners for unique applications, and the company has responded with innovative solutions. ARP can provide complete R&D services, including metallurgical research, product design, prototype machining and extensive laboratory testing. Moreover, ARP has experience manufacturing fasteners from a wide variety of materials. All work can be performed under the strictest confidence. ARP is well versed in facilitating proprietary research and custom manufacturing for corporations the world over. It is for good reason that ARP is recognized as “The World Leader In Fastener Technology!”

THE COMPANY

Technology. Additionally, ARP has one of the industry’s most complete in-house R&D/QC facilities and a wide variety of testing equipment. Through the combined efforts of Logsdon and ARP’s management team, the ISO 9001 Level 1 (Quality Manual), Level 2 (Quality System Procedures) and Level 3 (Work Instructions) documentation has been finalized and is being implemented. ARP is now ISO 9001 compliant. ARP also enjoys a solid working relationship with many of the most respected professional engine builders and race teams from the world over – including those involved in Formula 1, NASCAR Winston Cup and Busch Series, NHRA, IHRA, World of Outlaws and a host of others. Constant interaction with these racing experts to provide fasteners for a wide variety of competition applications enables ARP to stay on the cutting edge of fastener technology development. You will find ARP fasteners sold by leading performance retailers and professional engine builders from coast to coast. These firms know that ARP fasteners are the standard of the industry, and smart consumers will accept no substitutions. As you can see, all ARP fasteners are proudly made in the USA to the industry’s highest standards. ARP also supports racers

ARP fasteners are prominently featured at leading performance retailers.

Components for each kit are placed on the appropriate display cards, sealed and labeled. Through-put has been significantly increased.

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FASTENER TECH

JOHN CARROLL SMITH: A TRIBUTE There are many of us who can say we knew John Carroll Smith in life. Carroll Smith was known around the engineering shops as a design and development engineer. He was known on race circuits as a team manager, driver coach and racing guru. And before that, he was known for his 30+ years of racing experience, driving in SCCA events, as well as on circuits in Europe including the Targa Florio and Le Mans. Even more of us know Carroll Smith through his books. His “To Win” series of books brought technical acclaim as they became staples for amateur and professional racers, while his “Engineer in Your Pocket” are today highly regarded as engineering handbooks. We’re never surprised to find his name on or featured in – books on race car design, preparation, engineering and tuning. Among his peers at the Society of Automotive Engineers, he served as a judge for the Formula SAE competition. One of his proudest honors was the Society’s Excellence in Engineering Education award. Carroll Smith was a race engineer and special motorsports consultant with Automotive Racing Products for more than decade. The pages of our catalog alone bear the mark of his enormous contributions to our efforts. Here at ARP, as elsewhere, Carroll Smith’s mission was

THE “AEROSPACE QUALITY” MYTH In areas from hose ends to engine fasteners the terms “Aerospace material and Aerospace Quality” have become buzz words implying the very best in design, materials and quality control. “It isn’t necessarily so”, says Gary Holzapfel, founder and CEO of Santa Paula, California based ARP, Inc. ARP (Automotive Racing Products) supplies extremely high strength and fatigue resistant threaded engine fasteners to NASCAR, CART, IRL, NHRA and Formula One engine builders and manufacturers. Holzapfel explained his reasons in an interview with Carroll Smith.

Smith: “Gary, do you believe that the term “aerospace quality” is over rated in the specialty fastener industry?” “Yes I do. First of all, the term is meaningless. Any AMS (Aerospace Material Specification) material must be matched to the specific application. As an example, some airframe bolts (AN3-20) are legitimate “aerospace parts” and are very well suited for the low stress applications for which they were designed. But with a minimum ultimate tensile strength of 125,000 psi, and a relatively low temperature limit, they would be completely unsuitable for use in a racing engine. We started out in the aerospace fastener business and we understand it. That’s why we’re not in it any longer. What is not generally understood about aerospace fasteners is that the fastener manufacturers do not design the product. The nuts, bolts and studs are spec’d by the airframe or engine designers and put out for bid. As long as the supplier certifies that the product meets the minimum requirement of the specification and it passes the customer’s inspection procedures, low bid wins.”

simple. He was determined to impart the encyclopedic knowledge of racing and the machinery of racing that he learned during those decades on the world’s racetracks, around those shops and among his engineering peers. He left us at ARP with a significant engineering inheritance. Much of what we now know from Carroll will ensure we remain the world leader in the field of racing fasteners. It is our way of reciprocating for what he gave us that we impart his expertise and experience in the form we know best, superior engineered products. As an engineer, Carroll Smith had successes in Formula 5000, numerous GT and sports car races, and with the Ferrari Formula 1 team. He is best known, however, for his work with Carroll Shelby and the Ford GT40 program which he helped develop into a winner at Le Mans. Ford has recently announced it is bringing back the GT40, its signature race car and a vehicle which, even forty years later, bears Carroll’s fingerprints. To those of us who knew him in person and through his work, the return of the GT40 is just another indicator of the enormous contribution to race engineering that John Carroll Smith continues to make, even after his passing. Carroll Smith passed away at his California home on May 16, 2003, from pancreatic cancer.

Smith: “Are you implying that the aerospace fastener manufacturers cut corners in order to win contracts?” “No, it’s a matter of manufacturing goals and simple economics. The aerospace market is price dominated. In order to get the contract, the fastener manufacturer’s goal is to meet the specification at the least cost, not to produce the best possible part. This means that they are going to use the least expensive steel and manufacturing processes that will meet the specification. There is nothing wrong with this approach. It certainly does not mean that certified aerospace fasteners are unsafe in any aspect. They will do the job for which they were designed. There is another factor. Airframe and aircraft engine manufacturers design their components to a very high margin of safety. Further, aerospace structures are designed to be “fail safe.” There is a back up or second line of defense for virtually every structural component so that an isolated failure will not lead to disaster. They are also subjected to frequent and rigorous inspections.”

This spring was wound from un-shaved material. It failed on the seam line.

Smith: “What’s different about motor racing?” “Quite a lot, really. While the demands for strength, fatigue resistance and quality control can be similar, and the assembly and inspection procedures in racing can

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ARP’s Mike Holzapfel and Russ Sherman discuss a fastener’s alloy.

be as rigorous as aerospace, in professional racing very few parts are over designed and there are no fail safe features.

Smith: “Once the design work is done and material has been selected, what’s next?”

There are no back up provisions for component failure. A failed (or even loosened) nut or bolt in a racing engine means disaster - instant catastrophic failure. An expensive engine is destroyed and a race is lost.

“Next comes the actual process of manufacturing. It goes without saying that all high strength bolts must have rolled rather than cut threads, and that the threads must be rolled after heat-treatment.

That is why random failures are unacceptable in motor racing, and why aerospace standards should be only a starting point. This means that a specialist in the production of high performance engine fasteners must design and manufacture the very best fasteners that can be produced.”

But there is more to it. The old saying to the effect of, “If you are doing something in a particular way because that’s the way it has always been done, the chances are that you are doing it wrong,” holds true in fastener technology.

Smith: “So where does the production for a new racing fastener begin?” “The design process begins with the customer’s requirements the operating conditions and loads to be expected, the packaging constraints and the weight and cost targets. This allows us to select the optimum material for the part, and to do the initial mechanical design. There is more to material selection than simply choosing the best alloy. It means using only the cleanest and purest steel available, which, in turn, means researching to identify the best and most modern steel mills. It means working closely with the mills both to insure consistent quality and to develop new and better alloys. 5 stage “Cold Header” used in the production of ARP bolts

There are not only a myriad of alloys to choose from; but for each alloy there are several grades of “aircraft specification” steel wire from which fasteners can be made. We believe that only the top (and most expensive) grade – shaved-seamless, guaranteed defect-free – is suitable for racing engine applications.

Technology advances, and we have to advance with it. All of the manufacturing processes should be subject to continuous experimentation and development. As an example, with some alloys, cold heading produces a better product than hot heading, and vice versa. The number and force of the blows of the cold heading machine can make a significant difference in the quality of the end product. Excessive numbers of blows can lead to voids in the bolt head. ARP, in fact, holds significant patents on cold heading procedures for the higher nickel and cobalt based alloys. In a typical aerospace manufacturing process, these alloys are hot headed from bars, reduced in diameter from 48 to 50% by cold drawing, resulting in a hardness of about Rockwell C46 which is too hard for cold heading. So, the blanks are locally induction heated in a very narrow temperature envelope and hot headed. If care is not taken the process can reduce the hardness of the bolt head and the area immediately under it as much as 3 to 5 points on the Rockwell C scale. Subsequent heat-treatment does not restore this partially annealed area to full hardness and strength. Therefore, the final result can be a relatively soft headed bolt. This process is not preferred by ARP. Our patented process begins with a softer wire that can be cold forged. The process work hardens the head and the under head area to the desired hardness. We then power extrude the front end to achieve the reduction and hardness in the shank resulting in a bolt with even strength and hardness from end to end.

We also believe that samples from each batch should be subjected to complete metallurgical inspection.”

The same is true of thread rolling. Temperature and die speed must be controlled and changed for different alloys. Many bolt manufacturers who meet the Aerospace Specifications don’t come close to meeting our standards. We consistently go beyond standard aerospace specs.

Smith: “How many alloys do you work with?”

Our concern with the manufacturing processes extends to the details of heat-treating, shot-peening, fillet rolling and grinding – down to the frequency of dressing the grinding wheels. In the arena where aerospace standards are a starting point and random failures are unacceptable, I feel ARP stands alone as a primary

“We are currently produc-

THE COMPANY

ing fasteners from at least 6 different steel alloys from 8740 chrome moly to the very high strength chromium-cobalt-nickel alloys such as Custom Age 625+. We also use stainless steel and titanium. With UTSs (Ultimate Tensile Strength) from 180,000 to 270,000 psi, we can suit the material to the job and the customer’s cost restraints. We are continually researching and experimenting with new alloys and manufacturing processes – some with all around better strength and fatigue properties.”

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FASTENER TECH

number of cycles typically 130,000 cycles with the high tension load at 50% of the UTS and the low load at 10% of the high load. If all of the test samples last 85,000 cycles (per AMS 5842D), the lot is accepted. Even though racing fasteners are not continuously subjected to their maximum design load, at 18,000 rpm, 100,000 cycles takes just 5 minutes, thirty-four seconds. Except for drag racing, measured in seconds, no race lasts just 5 minutes. Therefore we consider this Aerospace Standard to be inadequate. At ARP, we fatigue test to elevated loads (10% above aerospace requirements) and to a minimum cycle life that exceeds 350,000 cycles. The majority of samples are routinely tested to one million cycles. During material development...and in the case of extremely critical new designs, we test to destruction. Thread rolling is the last mechanical operation in our manufacturing process. For each production run the thread rolling machine is shut down after a few parts. These parts are inspected for dimensional accuracy and thread quality, and are physically tested for both strength and fatigue before the run is continued. Random samples are inspected and tested throughout the run. Extremely critical components are individually inspected for dimensional integrity.”

Smith: “What about out sourcing?” engineering and manufacturing source for specialty and custom fasteners for use in motorsports. It is important to realize that simply quoting an AMS (Aerospace Material Specification) number without strength and percentage of elongation numbers is meaningless. Statements that the use of a particular material will, in itself, result in extreme strength and resistance to fatigue can be misleading. In the world of high strength alloys, whether they are used for bolts or for landing gears, the manufacturing processes are at least as important as the material specification. Some in our industry claim to inspect materials at the “molecular” level. In metallurgical terms, molecules are not necessarily part of the vocabulary. Our engineers tell us that talking about molecules is misleading. When reference is made to metal, it is typically in terms of atom structures. We routinely check metallurgical features microscopically. By the way, the same is true for claims of manufacturing to “zero tolerance.” “Our engineers tell us that this is technically unrealistic.”

Smith: “How does the actual process work at ARP?” “For each new design, we produce a number of prototype parts using different design aspects and sometimes different methods.

“Economics often dictate that many processes in the manufacture of aerospace fasteners are out sourced or farmed out. In fact, 30 plus years ago, ARP began as an out source thread rolling shop. Over the years, however, we have found, through experience, that the only way to maintain the quality we require is to keep everything in-house. From heading through machining, grinding, heat-treat, thread rolling, and shot-peening to black oxide treatment we perform every operation in house on our own equipment with our own employees.”

Smith: “Gary, One of the things that I am hearing is that every aspect of the manufacture of racing engine fasteners is more expensive than that of similar aerospace items.” “True, but the bottom line is that we have to look at the cost aspect of the very best fastener versus the cost aspect of a blown engine and a lost race. In the end, the manufacturing of fasteners for racing comes down to a matter of attitude; a refusal to accept published standards and procedures as the best that can be done and most of all a determination to learn and to make still better products.”

We inspect and test after each process, choose the best design and method of manufacture, and then freeze the design and write the manufacturing specification.”

Smith: “You have mentioned the importance of fatigue resistance. Is there a difference in the procedures for strength and fatigue testing between aerospace and the specialty racing industry?” “Yes. While the ultimate tensile strength testing is the same, fatigue testing is different. Aerospace fasteners are fatigue tested to the relevant specification of fluctuating tension load and

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The focus of the following material, prepared by the ARP engineering staff, could be called:

“MOTORSPORTS FASTENER ENGINEERING for the NON-ENGINEER.” It is hoped that by providing an overview of the engineering, design and production forces ARP applies daily, you – as the end user – will be better equipped to evaluate your initial fastener requirements, effectiveness and performance.

DESIGN PROCEDURES for AUTOMOTIVE BOLTS Presented by Dr. Kenneth Foster, PhD The design of automotive bolts is a complex process, involving a multitude of factors. These include the determination of operating loads and the establishment of geometric configuration. The process for connecting rod bolts is described in the following paragraphs as an example. The first step in the process of designing a connecting rod bolt is to determine the load that it must carry. This is accomplished by calculating the dynamic force caused by the oscillating piston and connecting rod. This force is determined from the classical concept that force equals mass times acceleration. The mass includes the mass of the piston plus a portion of the mass of the rod. This mass undergoes oscillating motion as the crankshaft rotates. The resulting acceleration, which is at its maximum value when the piston is at top dead center and bottom dead center, is proportional to the stroke and the square of the engine speed. The oscillating force is sometimes called the reciprocating weight. Its numerical value is proportional to:

It is seen that the design load, the reciprocating weight, depends on the square of the RPM speed. This means that if the speed is doubled, for example, the design load is increased by a factor of 4. This relationship is shown graphically below for one particular rod and piston.

FASTENER TECH

There are literally hundreds of standards and specifications. For all types of applications, from bridges to spaceships. None are, however, as critical as those required for real-world motorsports applications. In an environment where lighter is faster there is clearly no room for redundancy systems, like those found in military and aerospace applications. The mere nature of Motorsports requires designers to produce fasteners that are light; yet produce toughness, fatigue and reliability factors that extend far beyond other acknowledged application standards. The design and production of fasteners, exclusively for racing, clearly involves many complex factors. Some so special no standards or design criteria exist; and so everyone at ARP is totally dedicated to the development and analysis of appropriate bolt designs exclusively for special applications. Designs that take into account the special loads and endurance that must be carried, the material selection, processing, and the methods of installation that will continue to deliver ARP quality and reliability.

A typical value for this reciprocating weight is in the vicinity of 20,000 lbs. For purposes of bolt design, a “rule of thumb” is to size the bolts and select the material for this application such that each of the 2 rod bolts has a strength of approximately 20,000 lbs. (corresponding to the total reciprocating weight). This essentially builds in a nominal safety factor of 2. The stress is calculated according to the following formula:

so that the root diameter of the thread can be calculated from the formula:

This formula shows that the thread size can be smaller if a stronger material is used. Or, for a given thread size, a stronger material will permit a greater reciprocating weight. The graph (see page 14) shows the relationship between “H” beam-deformed. thread size and material Total translation strength. It must be realized that the direct reciprocating load is not the only source of stresses in bolts. A secondary effect arises because of the flexibility of the journal end of the connecting rod. The reciprocating load causes bending deformation of the bolted joint (yes, even steel deforms under load). This deformation causes bending stresses in the bolt as well as in the rod itself. These bending stresses fluctuate

contours. For loading in tension due to acceleration forces at 8000 RPM

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significantly greater than the bolt tension strength. This problem is especially important in bolts used in aluminum rods because of the fact that the shear strength of aluminum is much lower than the shear strength of steel.

from zero to their maximum level during each revolution of the crankshaft. The next step is to establish the details of the geometric configuration. Here the major consideration is fatigue, the fracture that could occur due to frequent repetition of high stresses, such as the bending stresses described above. Several factors must be considered in preventing fatigue; attention to design details is essential.

Finally, although not a design parameter, the subject of bolt installation preload must be addressed. It is a fundamental engineering concept that the force in a bolt in an ideal preloaded joint will remain equal to the preload until the externally applied force exceeds the preload. Then the force in the bolt will be equal to the external force. This means that fluctuating external forces will not cause fluctuating forces in a preloaded bolt as long as the preload exceeds the external force. The result is that fatigue failure will not occur. In a non-ideal joint, such as in a connecting rod, the bolt will feel fluctuating stresses due to fluctuating rod distortions. These are additive to the preload, so that fatigue could result. In connecting rods, precise preloads are required because if they are too low, the external forces (the reciprocating weights) will exceed the preloads, thus causing fatigue. If they are too high,

Fatigue failure is frequently caused by localized stress risers, such as sharp corners. In bolts, this would correspond to the notch effect associated with the thread form. It is well known that the maximum stress in an engaged bolt occurs in the last engaged thread. By removing the remaining, non-engaged threads, the local notch effect can be reduced. This leads to the standard configuration used in most ARP rod bolts: a reduced diameter shank and full engagement for the remaining threads. Providing a local fillet radius at the location of the maximum stress further reduces the local notch effect. Thus this configuration represents the optimum with respect to fatigue strength. The reduced diameter shank is helpful in another sense. It reduces the bending stiffness of the bolt. Therefore, when the bolt bends due to deformation of the connecting rod, the bending stresses are reduced below what they would otherwise be. This further increases the fatigue resistance of the bolt. A typical bolt configuration is shown below. they provide a high mean stress that combines with the fluctuating stresses due to rod distortion. Again, fatigue is promoted. The objective, then, is to preload a bolt so that it just exceeds the external load, and no higher. To sum up: both insufficient preloads and excessive preloads can lead to fatigue failures.

Once the bolt configuration has been established, the manufacturing process comes into play. This involves many facets, which are discussed in detail elsewhere. Here, however, one process is of primary interest. With respect to bolt fatigue strength, thread rolling is a major consideration. Threads are rolled after heat treating. This process, which deforms the metal, produces a beneficial compressive stress in the root of the thread. It is beneficial because it counteracts the fluctuating tensile stresses that can cause fatigue cracking. If heat-treatment were to occur after rolling, the compressive stresses would be eliminated. This would therefore reduce the fatigue resistance of the bolt.

An additional factor must be taken into account in defining the bolt configuration: the length of engaged thread. If too few threads are engaged, the threads will shear at loads that are lower than the strength of the bolt. As a practical matter, the thread length is always selected so that the thread shear strength is

Appropriate preloads are specified for each ARP bolt. These preloads can be attained in a connecting rod by applying proper torque using a torque wrench or by measuring the amount of stretch in the bolt using a stretch gauge (it is known that a bolt stretches in proportion to the tension in it). The torque method is sometimes inaccurate because of the uncertainty in the coefficient of friction at the interface between the bolt and the rod. This inaccuracy can be minimized by using the lubricant supplied by ARP. Other factors, equally as important as design, include material selection, verification testing, processing, and quality control. These aspects of bolt manufacturing are discussed elsewhere in this document. The foregoing discussion concentrated on the design of bolts. The same considerations apply in the design of studs.

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There are six types of metallurgical failures that affect fasteners. Each type has unique identifying physical characteristics. The following chart is designed to be used like a spark plug reading chart to help analyze fastener failures. While few of us have access to sophisticated analysis equipment, a standard Bausch and Lomb three lens magnifying glass will generally show 98% of what we want to see. Several of the photos below have been taken utilizing a Scanning Electron Microscope (SEM) and are presented to simply illustrate typical grain configurations after failure. 1. Typical Tensile Overload In a tensile overload failure the bolt will stretch and “neck down” prior to rupture. One of the fracture faces will form a cup and the other a cone. This type of failure indicates that either the bolt was inadequate for the installation or it was preloaded beyond the material’s yield point.

2. Torsional Shear (twisting) Fasteners are not normally subjected to torsional stress. This sort of failure is usually seen in drive shafts, input shafts and output shafts. However we have seen torsional shear failure when galling takes place between the male and female threads (always due to using the wrong lubricant or no lubricant) or when the male fastener is misaligned with the female thread. The direction of failure is obvious and, in most cases, failure occurs on disassembly.

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Recognizing Common Failures

3. Impact Shear Fracture from impact shear is similar in appearance to torsional shear failure with flat failure faces and obvious directional traces. Failures due to impact shear occur in bolts loaded in single shear, like flywheel and ring gear bolts. Usually the failed bolts were called upon to locate the device as well as to clamp it and, almost always, the bolts were insufficiently preloaded on installation. Fasteners are designed to clamp parts together, not to locate them. Location is the function of dowels. Another area where impact failures are common is in connecting rod bolts, when a catastrophic failure, elsewhere in the engine (debris from failing camshaft or crankshaft) impacts the connecting rod.

4. Cyclic fatigue failure originated by hydrogen embrittlement.

Some of the high strength “quench and temper” steel alloys used in fastener manufacture are subject to “hydrogen embrittlement.” L-19, H-11, 300M, Aeromet 100 and other similar alloys popular in drag racing, are particularly susceptible and extreme care must be exercised in manufacture. The spot on the first photo is typical of the origin of this type of failure. The second is a SEM photo at 30X magnification.

5. Cyclic fatigue cracks propagated from a rust pit (stress corrosion)

Again, many of the high strength steel alloys are susceptible to stress corrosion. The photos illustrate such a failure. The first picture is a digital photo with an arrow pointing to the double origin of the fatigue cracks. The second photograph at 30X magnification shows a third arrow pointing to the juncture of the cracks propagating from the rust pits. L-19, H-11, 300M and Aeromet 100, are particularly susceptible to stress corrosion and must be kept well oiled and never exposed to moisture including sweat. Inconel 718, ARP 3.5 and Custom age 625+ are immune to both hydrogen embrittlement and stress corrosion.

6. Cyclic fatigue cracks initiated by improper installation preload

Many connecting rod bolt failures are caused by insufficient preload. When a fastener is insufficiently preloaded during installation the dynamic load may exceed the clamping load resulting in cyclic tensile stress and eventual failure. The first picture is a digital photo of such a failure with the bolt still in the rod. The arrows indicate the location of a cut made to free the bolt. The third arrow shows the origin of the fatigue crack in the second picture – an SEM photo at 30X magnification that clearly shows the origin of the failure (1), and the telltale “thumbprint” or “beach mark” (2). Finally (3) tracks of the outwardly propagating fatigue cracks, and the point where the bolt (unable to carry any further load) breaks-away.

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The following material is intended to provide a brief overview of the metallurgical considerations that, daily, influence the design and production of the most reliable fasteners in motorsports. It is hoped that a simple understanding of the knowledge and commitment required to produce this reliability will make your future fastener decisions much, much easier.

Metallurgy for the Non-Engineer By Russell Sherman, PE

What is grain size and how important is it? Metals freeze from the liquid state during melting from many origins and each one of these origins grows until it bumps into another during freezing. Each of these is a grain and in castings, they are fairly large. Grains can be refined (made smaller); by first cold working and then by recrystallizing at high temperature. Alloy steels, like chrome moly, do not need any cold work; to do this – reheat treatment will refine the grain size. But austenitic steels and aluminum require cold work first. Grain size is very important for mechanical properties. High temperature creep properties are enhanced by large grains but good toughness and fatigue require fine grain size – the finer the better. All ARP bolts and studs are fine grain – usually ASTM 8 or finer. With 10 being the finest. 2.

How do you get toughness vs. brittleness? With steels, as the strength goes up, the toughness decreases. At too high a strength, the metal tends to be brittle. And threads accentuate the brittleness. A tool steel which can be

Metallurgist, Russell Sherman, PE, and stress/dynamics engineer Dr. Kenneth Foster, PhD, are the heart of ARP’s technical power team.

and above. The C scale uses the greatest load – 150 Kg. The A scale uses only a 60 Kg. load but can be correlated with C. It is necessary to use the A scale for thin sheets because using the 150 Kg load would cause the diamond to penetrate almost all the way through. 4.

What is “micro hardness?” Some parts are too small to be Rockwell hardness tested. They are placed in hard plastic and a microscope is used to place a small indenter into the metal. Using the microscope the length of the impression is measured. 5.

ARP engineers use “Scanning Electron Microscopic” inspection capable of detecting all elements in the periodic table with atomic numbers greater than 5 – permitting the acquisition of high resolution imaging.

heat-treated to 350,000 psi, would be a disaster as a bolt because of the threads. 3.

Define Rockwell as we use it. Why do we use the C scale? A man named Rockwell developed a means of measuring hardness of metals which was superior to other methods. A Rockwell hardness tester measures the depth of penetration into the metal when a load is applied. For hard materials, a diamond penetrator is used. For soft material, small balls are used – 1/16˝ or 1/8˝ diameter-and the machine measures the depth. We use the C scale for the 120,000 psi strength level

How does modulus of elasticity refer to our products? The modulus of elasticity of all alloy steels is exactly the same – 30,000,000 psi. This is true whether it is heattreated or not – whether it is 100,000 psi strength level or 300,000 psi. Metals are like a spring – put a load on them and they will stretch – double the load and they will stretch double. This is important in connecting rod bolts because by measuring the stretch we really are measuring the load. Load is what is important and measuring stretch of a given size and configuration bolt will indicate how much load is stretching the bolt. 6.

What are metal carbides and what is their significance? The strength of all alloy and carbon steels is derived from the metal carbides formed during heat treat. The carbon in steels combines with iron, vanadium and with chromium, as well as many other metal alloy additions to form compounds, which are a very hard phase within the iron matrix. Tool steels generally have high carbon content (above .8%) and can be made very hard – but brittle.

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What exactly is chrome? Chrome is the metal chromium and is typically used for plating because it is shiny. It is also used as an alloy addition to iron to form a stainless steel. A stainless steel must contain at least 12% chromium, but these lean chromium steels can still show some rust on the surface. Using 18% chromium will make a more rust resisting stainless. Exposing any stainless to oxygen at temperatures above 1200˚F will cause the chromium to join the oxygen and therefore leave the surface depleted in chromium. If it falls below 12% the surface will show rust. 8.

What does it mean when a broken part looks crystallized? When the fracture face has a rocky appearance it is because the material had a very large grain structure. Basically the grain grew during manufacturing due to poor technique and handling. A properly processed part will have a silky smooth appearance which is an indication of fine grain size. So crystallization does not occur as a result of load or fatigue – it was present in the material at the time of manufacture. 9.

Define “precipitation hardening” and “phase change.” The precipitation hardening comes from microscopic precipitation of hard phases which serve to keep rows of atoms from moving under stress. Some metals undergo a change in atomic structure at high temperature. Alloy steels, which are bcc at room temperature, become fcc at temperatures above 1400°F. This switch over is called a phase change. When cooled down they revert back to the bcc structure. Management of this phase is extremely critical and ARP maintains a complete in-house heat-treatment facility. It’s the only way we can assure material integrity. 10. What does a “face centered cubic” (fcc) atom arrangement look like? How many atoms? A face centered cubic arrangement of atoms (austenitic) looks like a Las Vegas die with a five showing on all six faces. This can’t be seen visually by any type of microscope. The number of atoms in any one cubic cell would be 14 – these do not stand alone but are attached to other cells which share some of the atoms. 11. How does a “body center cubic” (bcc) atom look? How many atoms? The body center cubic structure would look like a die with a four on all faces and one atom in the center of the cube. The atomic arrangment of pure iron is bcc at room temperature and does not change until the temperature reaches 1674˚F. At this temperature it changes to austenite which is face center cubic (fcc). The addition of carbon to the iron lowers this transition temperature. This is the basis for heat treat-

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ment of steel. If the iron carbon alloy (steel) is quenched from the fcc field, the structure becomes martensite, a very hard strong condition. 12. What does a “stainless steel” atom arrangement look like? The 300 Series stainless steels are face-centered cubic and are not heat-treatable. Heavy reduction (power dumping), in the cross section, during forging causes a dramatic increase in strength. This is the process ARP uses to make 304 Stainless Steel reach 170,000 psi UTS.

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13. How do the space lattice or crystal structures appear?

Body-Centered Cubic

Face-Centered Cubic

All grains or crystals are composed of atoms bound together in a definite pattern. These structures are called space lattice or crystal structures. At a fixed temperature, the atoms in an array are spaced a definite distance from one another, although they vibrate about their mean position. Even though atoms are actually not held together in this manner, it is helpful to picture the crystals as a 3-dimensional latticework connected by imaginary lines. Metallurgists who primarily study ferrous metal are interested in only two basic crystal structures: bcc (body-centered cubic) and fcc (face-centered cubic).

14. What are the metallurgical ramifications of “cold heading” vs. “hot heading?” Cold heading is a more efficient process and allows the part to be cold worked. The temperatures used for hot forging will reduce the effect of work hardening. This is important for metals which derive much of their strength from the cold work. Cold heading produces a better product than hot heading. The number and force of the blows of the cold heading machine can make a significant difference in the quality of the 17

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end product. Excessive numbers of blows can lead to voids in the bolt head. ARP, in fact, holds significant patents on cold heading procedures for the higher nickel and cobalt based alloys. Our patented process begins with a cold drawn wire that can be cold forged. The process work hardens the head and the under head area to the desired hardness. We then power extrude the front end to achieve the reduction and hardness in the shank resulting in a bolt with even strength and hardness from end to end. In a typical aerospace manufacturing process, these alloys are hot headed from bars, reduced in diameter from 48 to 50% by cold drawing, resulting in a hardness of about written requiring this treatment for 200,000 psi strength level. There is no other steel alloy, at this level, which can match A286 for corrosion resistance, toughness or bolt fatigue strength. 17. Define “Power Dump.” This is a term used to define the heavy extrusion of the fastener body during forging. The part is forced into a die much smaller than the blank thereby causing a severe reduction in cross section area. This reduction of the cross sectional area is

Rockwell C46 which is too hard for cold heading. So, the blanks are locally induction heated in a very narrow temperature envelope and hot headed. The process reduces the hardness immediately in the area under the head approximately 3 to 5 points on the Rockwell C scale. Subsequent heat treatment does not restore this partially annealed area to full hardness and strength. The final result is a relatively soft-headed bolt. Therefore, this process is not used by ARP. 15. What is the difference between the usage of “bar” material vs. “wire?” Bars produced by the mill in straight sections are normally shipped in 12 foot lengths. Wire is supplied in continuous coil form and is hundreds of feet in length. Bars are cut to length and the bolts are hot forged from these lengths. Wire on the other hand is fed into a cold header in a continuous manner. 16. What exactly is A286? And to what is it compared? A286 is a 25% nickel and 18% chromium alloy with smaller amounts of titanium and aluminum, which precipitate during aging – after solution treatment. It is a true stainless steel due to the high chromium and it is austenitic due to the high nickel. A286 was developed as a high temperature alloy for use in pre-jet aircraft engines. The strength level was only 140,000 psi, but it had good high temperature strength and exceptional toughness, making it an excellent fastener alloy. Rocketdyne became interested in it for rocket engines being developed in the early 60’s. But they required higher strength. We were part of the team that developed a thermomechanical method to produce a strength level of 200,000 psi. This involved severe cold reduction after solution treatment and before aging. An aerospace material spec (AMS) was then

5-stage “Cold Header” used by ARP

accompanied by an increase in length because metals can’t be compressed. However, power dumping or reduction, delivers a significant increase in strength properties and is part of the patented process we use to produce fasteners from 304 stainless steel with 170,000 psi UTS and AMS 5844 (ARP 3.5) with ultimate tensile strengths in the 270,000 psi UTS range with outstanding fatigue. 18. What is the difference between 4130 and 8740 chrome moly? Both are alloy steels with similar chemistry. The 4130 has only .3% carbon and can’t be hardened as high as 8740, which has .4% carbon. Also, 8740 has about .45% nickel and 4130 has none. Both have moly (most alloy steels have moly). The chromium content of 4130 is slightly higher, .95% instead of .55%. However, 8740 is generally considered to have slightly better toughness due to the nickel.

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20. How does L19 compare to ARP2000? L19 differs from ARP2000 in that it is a vacuum melted alloyed steel with sufficient chromium and carbon to achieve high hardness (but below the level of a stainless steel). L19 is air-cooled from the hardening temperature in a way that does not require an oil quench to achieve full hardness and is tempered to assure full conversion to martensite between 1025°F and 1075˚F. L19 is a proprietary material capable of achieving strengths of 220,000/230,000 or 260,000/270,000 psi as may be required. Both L19 and ARP2000 steels are modified bcc (martensite) at room temperature. L19 has the same advantage as ARP2000 in that a high strength is obtained at a high tempering temperature. This alloy is easily contaminated and requires special handling. 21. What is AMS5844? And how does it compare to AMS5842E? Both of these alloys are considered multiphase, non-steel, austenitic materials. Both derive their strength (260,000 psi) from severe cold work (48/50%) which raises the hardness from Rockwell C 46 up to 49/50. The AMS5842 (for MP159) was developed much later than AMS5844 (for MP35) in order to increase the usable service temperature by about 100° so it could be used in hotter sections of jet engines. 22. Provide a brief overview of the metallurgy required to produce AN, AMS & other Aerospace type fasteners. All alloy steel fasteners are essentially manufactured by the same process. Incoming steel from the mill is forged to specification, then heat treated and thread rolled. Regular AN bolts are forged to size and are normally not precision ground. They may even have threads on them when heat treated. Expensive aerospace fasteners are more likely suited for some motorsport applications. These fasteners require precision forging, careful heat treatment and then precision grinding, fillet rolling under the head and a great deal of skill in thread rolling. 23. What is moisture tolerance and how or where is it important? Non-stainless steels have low moisture tolerances because the water attacks the steel by forming iron oxide (rust). Therefore none of these have a high tolerance for moisture and the surface must be protected by oil or plating. ARP maintains an in-house plating facility to assure all non-stainless product is delivered 100% corrosion free.

24. How do the various standards compare to each other with regard to fasteners? Where are the standards? A standard fastener is one that can be referenced from a nationally or internationally recognized standards document and may be produced by any interested manufacturer. In all fastener categories the custodian of each group (MS-AN-NAS) have tried to standardize the processing of specifications such as AS (American Standard) heat-treating, MIL-H-6875 cadmium plating, AMS QQ-P-416 passivation and AMS QQ-P-35 testing, MIL.-Std 1312 and NDT in aerospace applications are generally by sample. ASTM stands for the American Society for Testing Materials, a large industry funded group used to write standards for many materials and testing procedures. It compares directly to AMS (Aerospace Material Standard).

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19. What exactly is ARP2000 and how does it compare to 8740 and 4340? ARP2000 is a heavily alloyed martensitic quench and temper steel, initially developed for use in steam power plants. As such it has excellent stability at high temperatures. But most important, ARP research discovered that in addition to temperature stability it has excellent notch toughness in the higher strength ranges and is alloyed to be tempered to Rockwell C44/47. 8740 and 4340 can be tempered to the same hardness. But, the tempering temperature would yield material in the “temper brittle zone” (between 500° and 700°F), producing significant notch sensitivity. ARP2000 is tempered above that temperature range and has a strength between 200,000 and 220,000 psi.

In the case of ARP, 100% raw material is purchased to AMS specification – with the exception of special alloys used in proprietary products. All materials are carefully examined for proper chemistry – and finally, periodic examination by an independent laboratory. ARP consistently strives to exceed industry specifications for quality and product management. MS (Military Standards): MS bolt specifications cover a wide range of fastener hardware, high strength bolts, nuts and washers with spec’s for materials and processing. MS fasteners have various tensile strengths. AN (Army-Navy) Specifications: Generally lower strength bolts and studs primarily in the 125,000 psi UTS range. AN also covers a wide range of nuts, washers and other hardware. NAS (National Aerospace Standard): These specifications cover fasteners in the strength ranges 160,000/180,000/ 200,000 psi UTS. ISO (International Standards Organization): ISO 9001-94: is a quality control system designed for manufacturers with design control. ISO 9002-94: is a quality control system designed for manufacturers who build parts to customer specifications, and do not have design control. ISO 9001-2000: is current ISO system well suited for manufacturers with engineering design functions, drawing control and statistical techniques to achieve demanding quality requirements. This system is the main focus of ARP’s World Quality Concept. 25. What metallurgical issues cause common failures? The most common cause of failure of connecting rod bolts (and wheel bolts) is too little induced load (stretch) during installation. This allows the alternating load to impose cyclic loading on the bolt. Over tightening is also another cause, because the induced stress is too close to the yield point.

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MATERIAL SPECIFICATIONS ARP manufactures fasteners from a wide assortment of materials ranging from popular stainless steel and 8740 chrome moly to exotic alloys that have been developed to handle space travel. You should also know that there are grades within specific alloys. For example, 8740 is available in four grades: 1. SDF (guaranteed seamless and defect free). 2 CHQ (cold head quality). 3. Aircraft. 4. Commercial. ARP uses only the first two (SDF and CHQ), even though they cost more than double “Aircraft” quality. STAINLESS STEEL: Ideally suited for many automotive and marine applications because stainless is tolerant of heat and virtually impervious to rust and corrosion. ARP “Stainless 300” is specially alloyed for extra durability. It’s polished using a proprietary process to produce a beautiful finish. Tensile strength is typically rated at 170,000 psi. 8740 CHROME MOLY: Until the development of today’s modern alloys, chrome moly was popularly considered a high strength material. Now viewed as only moderate strength, 8740 chrome moly is seen as a good tough steel, with adequate fatigue properties for most racing applications, but only if the threads are rolled after heat-treatment, as is the standard ARP production practice. Typically, chrome moly is classified as a quench and temper steel, that can be heat-treated to deliver tensile strengths between 180,000 and 210,000 psi. ARP2000®: An exclusive, hybrid-alloy developed to deliver superior strength and better fatigue properties. While 8740 and ARP2000 share similar characteristics – ARP2000 is capable of achieving a clamp load at 220,000 psi. ARP2000 is used widely in short track and drag racing as an up-grade from 8740 chrome moly in both steel and aluminum rods. Stress corrosion and hydrogen embrittlement are typically not a problem, providing care is taken during installation. L19: This is a premium steel that is processed to deliver superior strength and fatigue properties. L19 is a very high strength material compared to 8740 and ARP2000 and is capable of delivering a clamp load at 260,000 psi. It is primarily used in short track and drag racing applications where inertia loads exceed the clamping capability of ARP2000. Like most high strength, quench and temper steels – L19 requires special care during manufacturing to avoid hydrogen embrittlement. This material is easily contaminated and subject to stress corrosion. It must be kept well-oiled and not exposed to moisture. AERMET® 100: With a typical tensile strength of 280,000 psi, Aermet 100 is a new martensitic super-alloy that is stronger and less expensive than the super-alloy austenitic materials that follow. Because it is capable of achieving incredibly high clamping loads, it is ideal for short but extreme environments like top fuel, funny car and some short track

applications. Although Aermet 100 is a maraging steel that is far superior to other high strength steels in its resistance to stress corrosion, it must be kept well-oiled and not exposed to moisture. INCONEL 718: A nickel based material that is in the high temperature, super-alloy class, it is found to be equally suitable in lower temperature applications. This material delivers tensile strengths into the 220,000 psi range and exhibits improved fatigue properties. Best of all, Inconel 718 is completely immune to hydrogen embrittlement and corrosion. ARP3.5® (AMS5844): While similar to Inconel 718, these super-alloys are found in many jet engine and aerospace applications where heat and stress attack the life of critical components. The high cobalt content of this alloy, while expensive, delivers a material with superior fatigue characteristics and typically tensile strength in the 260,000 psi range. The immunity to hydrogen embrittlement and corrosion of these materials is a significant design consideration. These materials are primarily used in connecting rods where extremely high loads, high RPM and endurance are important factors – Formula 1, Winston Cup and CART applications. CUSTOM AGE 625 PLUS®: This newly formulated super-alloy demonstrates superior fatigue cycle life, tensile strength and toughness – with complete resistance to atmospheric corrosion and oxidation. ARP is the first to develop manufacturing and testing processes for fasteners with Custom Age 625+. Best of all it is less expensive and expected to soon replace MP-35 as the material of choice in the high strength, super-alloy field. Typical tensile strength is 260,000 psi. TITANIUM: ARP now offers special order fasteners made of an alloy (Ti6Al-4V) that is specially heat-treated (a process developed by ARP’s own Russ Sherman) and provides superior strength to other titanium alloys employed in racing and aerospace. The material has a nominal tensile strength of 180,000 psi, and is very corrosion resistant. The main advantage of titanium, of course, is its weight – which is about 40% lighter than a comparable fastener made of steel. Head studs and accessory bolts are ideal applications for this lightweight material.

AerMet® 100, Custom 450® and Custom Age 625 PLUS® are all registered trademarks of CRS Holdings Inc., a subsidiary of Carpenter Technology Corporation.

QUICK REFERENCE GUIDE TO MATERIALS USED IN FASTENERS MATERIAL

USE?

YIELD STRENGTH

Grade 5

90,000 psi

120,000 psi

Accessory bolts and studs

Grade 8

120,000 psi

150,000 psi

Accessory bolts and studs

Yes

140,000 psi

170,000 psi

Accessory bolts & studs, head studs

Custom 450

Yes

150,000 psi

180,000 psi

Head bolts, accessory bolts

8740 chrome moly

Yes

180,000 psi

200,000 psi

Rod bolts, head & main studs & bolts

A286

Yes

170,000 psi

200,000 psi

Head bolts, accessory bolts

ARP2000

Yes

180,000 psi

220,000 psi

Rod bolts, head & main studs

L19

Yes

200-230,000 psi

260,000 psi

Connecting rod bolts

Inconel 718

Yes

190-210,000 psi

220,000 psi

Connecting rod bolts

Custom Age 625+

Yes

235-255,000 psi

260,000 psi

Head studs, connecting rod bolts

ARP 3.5

Yes

220-250,000 psi

260,000 psi

Connecting rod bolts

AerMet 100

Yes

260,000 psi

280,000 psi

Connecting rod bolts

Titanium

Yes

160,000 psi

180,000 psi

Head studs, accessory bolts

“Stainless 300” ®

TENSILE STRENGTH USED FOR

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YOU CAN GET ARP FASTENERS MADE TO YOUR REQUIREMENTS! The following pages in this catalog detail the vast number of “off the shelf ” fasteners available from ARP. However, it’s important for you to know that a significant amount of ARP’s business comes from the development and manufacture of custom fasteners. For example, many top Formula 1, CART and IRL race teams and constructors have come to rely on ARP for a myriad of special purpose fasteners. Many of these have been developed on a proprietary basis, and we cannot go into details about “what” is being manufactured for “whom” by ARP. But suffice to say that that ARP has established a reputation within the racing industry for doing cutting edge R&D and following it up with fasteners made to the most stringent quality control standards on the planet. ARP also “private labels” a number of special fasteners for various manufacturers in the performance industry.

8740

ARP2000

L19

ARP can custom manufacture fasteners from nearly a dozen different materials, with tensile strengths ranging from 170,000 PSI to over 300,000 psi. By way of example, we have made cylinder head studs for the same application from 8740 chrome moly, our own ARP2000 and L19. The bottom line is that because of ARP’s extensive in-house R&D and manufacturing capabilities, the firm is in a position to design and build fasteners on a custom basis. Serious inquiries from members of the high performance industry are always welcome. Look to ARP to provide effective solutions to all your fastener needs!

Custom-Made ARP Titanium Studs & Bolts One of ARP’s best-kept “secrets” is the company’s deep involvement in the manufacture of titanium fasteners. As a matter of fact, ARP’s resident metallurgist, Russ Sherman, literally “wrote the book” when he developed the original procedures for the heat treatment of the most popular titanium alloy in use today (Ti6Al-4V), and presented the research data to the American Society for Metals. Sherman’s procedure of solution-treating, warm processing and aging brings the titanium to strength levels never before achieved, and has also been instrumental in setting new standards for the aerospace industry.

This particular titanium alloy and process lends itself well to a number of racing applications, including head studs and accessory fasteners. Of course, the primary advantage of using titanium instead of steel is weight; titanium is about 40% lighter. The material ARP uses has a tensile strength of 180,000 psi, comparable to heat-treated chrome moly – but about half the weight. ARP stands ready to manufacture Ti6Al-4V titanium fasteners custom-made to your specifications. Contact our Special Projects Dept. at 805-525-1497.

800-826-3045

FASTENER CALCULATIONS

GETTING THE CORRECT ARP HEAD STUD/BOLT FOR THE APPLICATION Today, there are literally dozens of different cylinder head and engine block combinations for the more popular applications, and new offerings coming out all the time. It is virtually impossible for ARP’s engineering staff to obtain detailed information from all of these various sources, so it may be necessary for customers to calculate exactly what they have so the correct cylinder head studs or bolts are used. Whether it’s a small block Chevy engine or a Honda VTEC, the procedure remains the same.

CYLINDER HEAD/BLOCK CROSS-SECTIONAL DATA

The illustration on the right shows the nine different variables that come into play when determining the proper fastener for a particular position. Many cylinder heads have different column heights, etc. at various positions, and additional variables come into play when using aftermarket engine blocks (some of which have “blind” tapped holes for attaching the heads that are shallower than OEM). It is therefore critically important that you determine exactly how many different bolt/hole combinations exist for the cylinder head installation. You must have the following data: A. Depth of cylinder head counter bore_________________

STANDARD SMALL BLOCK CHEVROLET

B. Diameter (o.d.) of head counter bore ________________

Column Height =

C. Column height (net thickness of head) ______________ D. Diameter (o.d.) of bolt hole in block ________________ E. Head gasket thickness (uncompressed) _______________ F. Depth of counter bore in block ____________________ G. Length of thread in block ________________________ H. Depth of hole from surface to bottom _______________

Column Height =

I. Thread size and pitch ____________________________

STANDARD BIG BLOCK CHEVROLET

CHRYSLER, FORD & MOST 4-CYLINDER

Column Height =

The 9 midgets feature Toyota motors built by Ed Pink.

Column Height =

Angelle Sampey of Don Schumacher Racing

800-826-3045

Austenitic: Refers to the atomic arrangement of some metals, such as nickel based alloys, and some steels with about 18% chromium. This atomic arrangement is called “face centered cubic.” Austenitic steels can not be heat treated, but can be strengthened by cold working.

Qualified Products List: A government requirement that simply mandates that bolts be manufactured only by companies which have qualified by making bolts that have been submitted for testing and approval to a government agency. ARP has qualified for this list.

CHQ: A term used to grade heading wire and stands for “cold heading quality.” This grade is superior to both Commercial and Aircraft quality.

Quench & Temper: A method of heat-treating martensitic steels. The parts are heated into the austenitic range (usually above 1450˚F) then quenched into water or oil. This leaves the part in a very hard martensitic condition which then must be tempered by heating at lower temperatures (between 350˚F and 1200˚F), depending upon the steel and strength desired.

Clamp Load: This is the force exerted by a tightened bolt and is the same as preload. Fatigue: The process by which failure is caused after many repetitions of loads smaller than the ultimate strength of the material. Ferritic: Refers to steels with an atomic arrangement different from austenite and martensite. These steels are not strong and the widest use is in steam power plants and accessory fasteners made by some companies, because they are able to withstand wet environments. Newer steels such as ARP300 and A286 are far superior. Hydrogen Embrittlement: This condition results from the accumulation of hydrogen gas in the atomic structure of the metal. This gas flows to the point of high stress (stress risers) and causes microscopic cracks. The hydrogen then flows to the “new” crack tip and causes it to crack further. In this way the crack moves across the part, because the crack-tip IS the stress riser. Finally the crack gets so large that the section is not large enough to support the load. No hydrogen embrittlement can take place without tensile stress. ARP employs a baking process that purges hydrogen gas from the steel. Knurling: A process of creating serrations in a part by rolling a die, under pressure, against the part. Normally these serrations are very sharp and can create cracks and ARE stress risers. The process is used on knobs so the user can get a firm grip. But in the case of fasteners, the body can be knurled so the part can be forced into and retained in an irregular hole – stress risers and all. Maraging: Refers to steels that are a low carbon version of martensitic steels, specially alloyed so that the martensite is not hard. These steels can be worked in the quenched condition and then be hardened by low temperature aging. The strength comes from the formation of complex metal carbides. Martensitic: Refers to atomic arrangement and in the case of steels, is a modified body centered cubic structure. These steels can be heat-treated because martensite is iron carbide, which is very hard. However, these steels can be hydrogen embrittled and will rust. Generally, martensite normally refers to metal structures which are formed by quenching from high temperature. MS21250: A military specification for a 12-point, 180,000 psi bolt which specifies the fatigue load required for testing every size. Notch Sensitivity: Refers to the ability of a metal to withstand the increased stress at a notch. Some materials, such as glass, crack very easily if notched. While others, such as soft gold or tin stretch out under stress – even with a notch. Normally, the stronger the steel, the more likely it is to break quickly at the notch. “Toughness” is wanted because this is associated with opposite of notch sensitivity. Austenitic metals are usually less notch sensitive than martensitic steels of the same strength levels. OAL: Means “Over All Length.” Preload: The force IN a bolt when it is installed with a torque greater than simply hand tight. Preload can be established by measuring torque or bolt stretch or by the less than accurate “turn-of-the-nut” method.

TECH

GLOSSARY OF TECH TERMS

Reciprocating Load: The acceleration force exerted on a connecting rod due to the up and down motion of the piston and its associated mass ie; wrist pin, rings, small end of the rod. Stretch: The increase in length of a bolt when installed with a preload. Stress: The load applied to a part divided by the cross-sectional area of the part, usually expressed in pounds per square inch (psi). Stress Corrosion: This is a special form of hydrogen embrittlement in which the metal is attacked while under stress. Without the stress the crack will not move. But under stress the crack moves and corrosion takes place at the freshly opened crack face. Stress Ratio: The ratio of the minimum stress to the maximum stress in a structure which is subject to fluctuating loads. Stress Riser: You have a notch, ding or some change in section size, so now the stress at these points is increased above nominal stress. Compare this kind of stress to the flow of water in a river. When the river hits a narrow point it flows faster. Perhaps there is a rock in the middle – the river flows faster around the rock. The stress at these points can be so high that the part will fail – even though the average stress on the part never exceeded the tensile strength of the part. S.D.F.: Seam and defect free. A designation for premium steel. This is typically the highest grade available, and is the only steel used by ARP. Thread Engagement: This refers to the number of threads engaged in a nut or threaded hole. Full engagement, meaning all the female threads are engaged, is a desirable configuration to maximize fatigue strength. Ultimate Tensile Strength: The maximum stress that a particular material can support without breaking. It is expressed in terms of lbs. per square inch, and is measured by means of a tensile test. The maximum force (lbs.) that a test specimen can support is divided by the cross-sectional area (square inches) of the specimen, the result is ultimate tensile strength in psi. Torque Angle: A method of tightening a fastener relative to the amount of degrees turned once the underside of the bolt head or nut face contacts the work surface. This procedure is suitable for engine assembly only when the installation has been calibrated in terms of bolt stretch relative to the exact application (the amount of compression of the clamped components is critical). UHL: Means “Under Head Length.” The distance as measured from tip of the fastener to a place directly at the base of the head. Yield Strength: The stress at which a given material or component exhibits a permanent deformation (i.e. “takes a set”). When the load that caused the stress is removed, the part will not return to its original dimensions. If you exceed the yield strength of a fastener (tighten it until it feels funny and then back it off a bit) the fastener is ruined and must be replaced.

800-826-3045

TECH

FASTENER TORQUE RECOMMENDATIONS Listed are the recommended torque values for most ARP fasteners. Recommended torque is equal to 75% of the fastener’s yield strength. THE TORQUE VALUES REPRESENTED HERE ARE INTENDED TO BE FOR GENERAL INFORMATION, NOT FOR SPECIFIC INSTALLATIONS. In special instances, where supplied instructions deviate from the torque values recommended here, always follow the instructions. Simply read down to

the correct fastener size, then across to find the torque value for your application. Stud torque values are based on the coarse thread yield strength and torque being applied to the fine thread i.e. (7/16-14 into the block and torque applied to 7/16-20 threaded nut). NOTE: ALWAYS LUBRICATE FASTENERS PRIOR TO APPLYING TORQUE TO ENSURE ACCURATE READINGS.

Recommended Torque to Achieve Optimum Preload (Clamping Force) Using ARP Moly Assembly Lubricant or 30-wt. oil - Torque (ft./lbs.) - Preload (lbs.) Note: For those using Newton/meters as a torquing reference, you must multiply the appropriate ft./lbs. factor by 1.356.

Fastener Tensile Strength (PSI) 170,000/180,000 (1,171 N/mm2) Thread Size and Type

Torque w/30 wt. oil not recommended

Torque w/ARP Moly

Preload

190,000/200,000 (1,309 N/mm2) Torque w/30 wt. oil not recommended

Torque w/ARP Moly

Preload

220,000 (1,515 N/mm2) Torque w/30 wt. oil not recommended

Torque w/ARP Moly

Preload

1/4˝ stud

3,804

4,280

4,755

1/4-20

3,804

4,280

4,755

1/4-28

4,344

4,887

5,430

5/16˝ stud

6,264

7,047

7,830

5/16-18

6,264

7,047

7,830

5/16-24

6,948

7,817

8,685

3/8˝ stud

9,276

10,436

11,595

3/8-16

9,276

10,436

11,595

3/8-24

10,512

11,826

13,140

7/16˝ stud

12,720

14,310

15,900

7/16-14

12,720

14,310

15,900

7/16-20

14,220

15,998

100

17,775

1/2˝ stud

108

16,992

122

19,116

135

105

21,240

1/2-13

111

16,992

125

19,116

138

110

21,240

1/2-20

122

19,164

137

107

21,560

152

119

23,955

9/16˝ stud

156

122

21,792

175

137

24,516

195

152

27,240

9/16-12

159

126

21,792

179

142

24,516

199

158

27,240

9/16-18

174

136

24,312

196

153

27,351

217

170

30,390

5/8˝ stud

214

167

27,072

241

187

30,456

268

208

33,840

5/8-11

220

174

27,072

247

196

30,456

275

217

33,840

5/8-18

243

189

30,660

273

212

34,493

303

236

38,325

6mm stud

2,900

–

6mm x 1.0

2,900

–

8mm stud

6,250

7,050

7,830

8mm x 1.25

6,250

7,050

–

10mm stud

10,600

12,015

13,350

10mm x 1.25

10,600

–

10mm x 1.50

9,500

–

11mm stud

14,220

15,998

100

17,775

12mm stud

15,540

109

17,483

122

19,425

800-826-3045

Make

Rod Bolt Part No.

Stretch (inches)

ARP Lube (ft./lbs.)

Make

Rod Bolt Part No.

Stretch (inches)

ARP Lube (ft./lbs.)

CHRYSLER

ALFA ROMEO

126-6101

.0080

141-6001

.0063

AMC

112-6001

.0067

141-6401

.0064

114-6001

.0067

142-6001

.0069

114-6002

.0072

142-6002

.0063

114-6004

.0061

144-6001

.0063

206-6001

.0067

144-6401

.0063

206-6002

.0067

145-6001

.0072

206-6003

.0067

145-6002

.0063

206-6004

.0061

145-6402

.0064

206-6005

.0060

244-6401

.0072

206-6006

.0067

245-6402

.0075

206-6007

.0048

150-6004

.0063

206-6009

.0067

150-6005

.0063

201-6102

.0070

150-6404

.0064

201-6103

.0070

151-6001

.0065

201-6104

.0066

151-6002

.0065

201-6301

.0083

151-6003

.0050

201-6302

.0083

151-6004

.0055

206-6008

.0055

151-6005

.0049

123-6001

.0063

152-6001

.0071

123-6002

.0064

152-6002

.0063

124-6001

.0057

153-6001

.0069

124-6002

.0052

153-6002

.0063

124-6003

.0052

154-6001

.0063

125-6001

.0057

154-6002

.0069

CADILLAC

135-6003

.0064

154-6003

.0063

CHEVY

131-6001

.0062

154-6004

.0055

132-6001

.0062

154-6005

.0063

132-6002

.0057

154-6006

.0063

133-6001

.0064

154-6401

.0063

133-6002

.0068

154-6402

.0069

134-6001

.0062

154-6403

.0064

134-6002

.0061

155-6001

.0063

134-6003

.0063

155-6002

.0063

134-6004

.0080

155-6003

.0063

134-6005

.0063

200-6001

.0045

134-6006

.0055

250-6404

.0063

134-6027

.0064

251-6201

.0047

134-6401

.0062

251-6202

.0064

134-6402

.0066

251-6301

.0061

134-6403

.0063

251-6402

.0065

135-6001

.0080

254-6402

.0070

135-6002

.0063

254-6403

.0065

135-6401

.0080

255-6402

.0062

135-6402

.0064

200-6001

.0063

234-6301

.0064

205-6002

.0062

234-6401

.0070

208-6001

.0055

234-6402

.0055

208-6002

.0057

234-6403

.0065

208-6003

.0084

235-6401

.0075

208-6004

.0082

235-6402

.0070

208-6005

.0085

235-6403

.0075

208-6401

.0077

BMC/TRIUMPH

BMW

BUICK

FORD

HOLDEN HONDA/ACURA

TECH

ROD BOLT STRETCH & TORQUE SPECS

800-826-3045

TECH

ROD BOLT STRETCH & TORQUE SPECS Rod Bolt Part No.

Stretch (inches)

ARP Lube (ft./lbs.)

Rod Bolt Part No.

Stretch (inches)

ARP Lube (ft./lbs.)

MAZDA

118-6401

.0063

MITSUBISHI

107-6001

.0060

203-6001

.0057

203-6002

.0063

107-6002

.0069

203-6003

.0055

107-6003 107-6004

.0068

203-6004

.0065

.0068

203-6005

.0074

102-6001

.0063

VOLKSWAGEN/

104-6001

.0050

102-6002

.0051

AUDI

104-6002

.0070

202-6001

.0065

104-6003

.0077

202-6002

.0063

104-6004

.0087

202-6003

.0065

104-6005

.0050

202-6004

.0070

104-6007

.0087

202-6005

.0066

204-6006

.0078

202-6006

.0065

200-6002

.0048

181-6001

.0060

200-6003

.0061

184-6001

.0062

200-6004

.0042

185-6001

.0067

200-6006

.0054

109-6001

.0053

200-6201

.0071

109-6002

.0054

200-6202

.0071

109-6003

.0053

200-6203

.0066

209-6003

.0059

200-6204

.0071

PEUGEOT

117-6101

.0072

200-6205

.0066

PONTIAC

190-6001

.0085

200-6206

.0061

190-6002

.0063

200-6207

.0060

190-6003

.0080

200-6208

.0070

190-6004

.0057

200-6209

.0058

191-6001

.0062

200-6210

.0056

194-6001

.0062

200-6506

.0067

204-6001

.0117

300-6601

.0060

204-6002

.0112

300-6602

.0061

204-6003

.0094

300-6603

.0061

204-6004

.0117

300-6608

.0057

204-6005

.0120

300-6701

.0070

104-6006

.0050

300-6702

.0067

116-6001

.0049

300-6703

.0069

216-6301

.0065

300-6704

.0064

216-6302

.0065

300-6706

.0065

260-6302

.0073

300-6708

.0060

Make

NISSAN/DATSUN

OLDSMOBILE

OPEL/VAUXHALL

PORSCHE

RENAULT

SUBARU

Drag racing’s winningest driver, John Force, relies on ARP.

Make TOYOTA

GENERAL REPL.

Tony Schumacher puts ARP fasteners to the test in Top Fuel.

800-826-3045

There are three methods that can be employed to determine how much tension is exerted on a fastener; using a torque wrench, measuring the amount of stretch, and turning the fastener a pre-determined amount (torque angle). Of these methods, use of a stretch gauge is the most accurate. It is important to note To obtain the correct that in order for a fastener amount of clamping to function properly it force a fastener should must be “stretched” a speactually be stretched a cific amount. The material’s measured amount. A ability to “rebound” like properly used fastener a spring is what provides works like a spring! the clamping force. You should know that different materials react differently to these conditions, and ARP engineers have designed each fastener to operate within specific ranges. On the other hand, if a fastener is over torqued and becomes stretched too much – you have exceeded the yield strength and it’s ruined. If the fastener is longer than manufactured – even if it is only .001,˝ it is in a partially failed condition. Therefore, ARP has engineered its fasteners with the ductility to stretch a given amount and rebound for proper clamping. Heat, primarily in aluminum, is another problem area. Because the thermal expansion rate of aluminum is far greater than that of steel it is possible to stretch a fastener beyond yield as the aluminum expands under heat. An effective way of counteracting material expansion is through producing a more flexible bolt. The Torque Angle Method Since the amount that a bolt or nut advances per degree of rotation is determined by the thread pitch, it would appear that the amount of stretch in a given bolt or stud can be accurately predicted by measuring the degrees of turn from the point where the underside of the bolt head or nut face contacts the work surface. Termed the “torque angle” method, this procedure has long been the standard of civil engineering. It has been suggested that torque angle is a relatively simple and valid procedure to use in our “blind” installations – where it is not possible to physically measure the actual bolt stretch. ARP has conducted extensive evaluations of the torque angle method. We have concluded that, for our purposes, it is suitable only when individually calibrated for each installation. Simple calculation of bolt stretch based on thread pitch is not accurate. No material is incompressible. When a bolt or a stud is preloaded or stretched, the components being clamped compress to some small extent. When we are looking for bolt stretch of only a few thousandths of an inch, the amount of clamped material compression becomes a very real factor. Our investigation has proven that installed stretch is dependent, not only on the pitch of the thread and the degree of rotation, but also on the amount of compression of the clamped components, the length of the male fastener, the amount of engaged thread, the type of lubrication and the number of times that the fastener has been cycled. For example, for the same degree of rotation, the actual amount of bolt stretch will be critically different between an aluminum cylinder head and a cast iron cylinder head – or a steel main cap on an aluminum block and a steel main cap on a cast iron block. Further, there is a significant difference between the long and short cylinder head bolts or studs on the same head. The torque angle method can be accurate – but only if each individual installation has been previously calibrated by direct measurement of bolt stretch. When using the torque angle method, it is best to begin rotation from some small measured torque – no more than ten lb./ft. – rather than the first point of contact with the work face. To achieve accuracy it is also best to cycle the fasteners five times before either calibrating or installing.

TECH

PROPER FASTENER RETENTION

Using A Torque Wrench If the stretch method cannot be used in a particular installation, and the fasteners must be installed by torque alone, there are certain factors that should be taken into account. ARP research has verified the following “rules” pertaining to use of a torque wrench: 1. The friction factor changes from one application to the next. That is, the friction is at its highest value when the fastener is first tightened. Each additional time the fastener is torqued and loosened, this value gets smaller. Eventually the friction levels out and becomes constant for all following repetitions. Therefore, new fasteners should be tightened and loosened through several cycles before applying final torque. The number of times depends on the lubricant. For all situations where ARP lubricants are used, five cycles are required before final torquing. 2. The lubricant used is the main factor in determining friction, and therefore, the torque for a particular installation. Motor oil is a commonly used lubricant because of it’s ready availability. If less friction is desired in order to install the fasteners with less torque, special low friction lubricants are available. With special lubes, the required torque can be reduced as much as 20 to 30 percent. It is important to keep in mind that the reverse is also true. If the torque value has been specified for a particular fastener on the basis of low friction lube, installing the fastener with motor oil will result in insufficient preload; the torque has to be increased to compensate for the extra friction caused by the motor oil. 3. Surface finish is also important. For example, black oxide behaves differently than a polished fastener. It is therefore important to observe the torque recommendations supplied with each fastener. NOTE: It is possible for even the most expensive of torque wrenches to lose accuracy. We have seen fluctuations of as much as ten (10) foot pounds of torque from wrench to wrench. Please have your torque wrench checked periodically for accuracy. The Stretch Gauge We highly recommend using a stretch gauge when installing rod bolts and other fasteners where it is possible to measure the length of the fastener. It is the most accurate way to determine the correct pre-load in the rod bolt. Simply follow manufacturer’s instructions, or use the chart on page 25 of this catalog for ARP fasteners. Measure the fastener prior to starting, and monitor overall length during installation. When the bolt has stretched the specified amount, the correct preload, or clamping load, has been applied. We recommend you maintain a chart of all rod bolts, and copy down the length of the fastener prior to and after installation. If there is a permanent increase of .001˝ in length, or if there is deformation, the bolt should be replaced. A sample stretch monitoring chart is on page 28.

see page 88 for complete information on stretch gauges

800-826-3045

TECH

THE IMPORTANCE OF PROPER ROD BOLT STRETCH/TORQUE… Whether measured by stretch or by torque, properly preloading a rod bolt is essential for trouble-free performance. If a bolt is installed without sufficient preload (or pre-stretch), every revolution of the crankshaft will cause a separation between the connecting rod and rod cap. This imposes additional stretch in the bolt. The stretch disappears when the load is removed on each revolution, or cycle. Over time, this cycle stretching and relaxing can cause the bolt to fail due to fatigue, just like a paper clip that is bent back and forth by hand. To prevent this condition, the bolt’s pre-load must be greater than the load caused by engine operation. A properly installed bolt remains stretched by its preload and isn’t exercised by the cyclic loads imposed on the connecting rod. A quality bolt will stay stretched this way for years without failing. The important thing is to prevent the bolt from failing due to fatigue by tightening it to a load greater than the demand of the engine. Protect your bolts – tighten them as recommended.

ing rod bolts is so important. See page 25 for recommended stretch and torque. Friction is an extremely challenging problem because it is so variable and difficult to control. The best way to avoid the pitfalls of friction is by using the stretch method. This way preload is controlled and independent of friction. Each time the bolt is torqued and loosened, the friction factor gets smaller. Eventually the friction levels out and becomes constant for all following repetitions. Therefore, when installing a new bolt where the stretch method can not be used, the bolt should be tightened and loosened several times before final torque. The number of cycles depends on the lubricant. For ARP recommended lubes, five loosening and tightening cycles is sufficient.

You can easily monitor the condition of the rod bolts through use of a stretch gauge, or a micrometer for that matter. Prior to installing the rod, measure the length of the bolt in a “relaxed” (untorqued) state. Write this down. You can make up a chart similar to the one shown on this page to properly keep track of the data. When you tear the engine down for maintenance, again measure the length of each rod bolt – being careful to keep everything in the proper order. If any of the rod bolts have taken a permanent set and have stretched by .001˝ or longer you should replace the fastener IMMEDIATELY! The stretching is a sure indicator that the bolt has been compromised and taken past its yield point. In other types of bolted joints, this careful attention to tightening is not as important. For example, flywheel bolts need only be tightened enough to prevent them from working loose. Flywheel loads are carried either by shear pins or by side loads in the bolts; they don’t cause cyclic tension loads in the bolts. Connecting rod bolts, on the other hand, support the primary tension loads caused by engine operation and must be protected from cyclic stretching. That’s why proper tightening of connect-

A rod bolt stretch gauge is one of the most important tools a serious engine builder can own. It’s valuable in properly setting up a rod for resizing, obtaining the proper torque load when installed in the engine, and monitoring the condition of the bolt while in use.

ROD BOLT STRETCH MONITORING CHART ROD #2 ROD #3 ROD #4 ROD #1 INSIDE BOLT

INSIDE BOLT

IN______OUT_____ IN______OUT_____ IN______OUT_____ IN______OUT_____ OUTSIDE BOLT OUTSIDE BOLT OUTSIDE BOLT OUTSIDE BOLT IN______OUT_____ IN______OUT_____ IN______OUT_____ IN______OUT_____

ROD #5

ROD #6

ROD #7

ROD #8

INSIDE BOLT

IN______OUT_____ IN______OUT_____ IN______OUT_____ IN______OUT_____ OUTSIDE BOLT OUTSIDE BOLT OUTSIDE BOLT OUTSIDE BOLT IN______OUT_____ IN______OUT_____ IN______OUT_____ IN______OUT_____ 28

800-826-3045

REPLACEMENT CONNECTING ROD BOLTS TECH NOTE: ROD BOLTS

Wave-Loc® High Performance

Pro Series Wave-Loc

Choose From Three ARP Replacement Rod Bolts: Because factory connecting rods (or aftermarket versions of OEM rods) are used in a variety of applications from rebuilt stock motors to modified powerplants used in circle track, marine and drag racing engines – including those with superchargers and/or nitrous oxide injection systems – ARP offers replacement rod bolts in three different models. All of them are substantially better than the stock OEM and most aftermarket bolts.

GOOD: STANDARD HIGH PERFORMANCE BOLTS A premium grade 8740 alloy chrome moly steel is used to manufacture ARP High Performance connecting rod bolts. This material is heat-treated to provide a tensile strength in the 200,000 psi range, which is substantially stronger than the OEM bolts. Cycle testing shows ARP High Performance rod bolts to be nearly five times more reliable than stock bolts.

BETTER: WAVE-LOC HIGH PERFORMANCE BOLTS The same heat-treated 8740 chrome moly steel is used to make these rod bolts as ARP’s standard High Performance rod bolts. The big difference is in the shank design, with ARP’s exclusive (and patented) Wave-Loc technology providing substantial benefits. Because there are fairly wide tolerances in factory bolt holes, the bolt must be able to fit snugly and a knurl is applied. Unfortunately, these knurls cut deep into the bolt material, leaving sharp edges and enormous “stress risers” that promote failure. That’s why ARP developed the Wave-Loc design that features symmetrical waves and provides an effective interference fit without creating stress risers in the bolt or the rod.

BEST: “PRO” SERIES WAVE-LOC BOLTS For the most severe applications, in conjunction with aftermarket I-beam rods, ARP has developed the “Pro” Series Wave-Loc bolts. These ultra heavy-duty rod bolts are made from a special material designated ARP2000. It has approximately 200% the fatigue life of 8740 chrome moly steel and has a tensile strength of about 220,000 psi, and is capable of more than 12,000 lbs. clamping force.

800-826-3045

Unquestionably the most important fasteners in any engine are the connecting rod bolts, as they hold the key to the entire rotating assembly. A broken bolt will lead to catastrophic engine failure. As you can imagine, the most critical joint is where the connecting rod halves mate. The rod bolts must support the primary tension loads caused by each rotation (or cycle) of the crankshaft. When the crank rotates, the big end of the connecting rod essentially becomes oval-shaped and the rod bolts bend. As the crankshaft continues to rotate, the rod becomes round again. With alternating tension loads and cyclic bending of the bolts, it is very important to install fasteners that are able to exert a clamping force greater than the load imposed upon the joint (tension).

THE RODCOMPANY BOLTS

Standard High Performance

In addition to utilizing a rod bolt with sufficient strength to withstand the tremendous cyclical strains placed upon it, it is absolutely imperative that the bolts be properly tightened. The preferred method of monitoring the correct amount of tension is through use of a stretch gauge. This is far more accurate than using a torque wrench. Moreover, through subsequently checking the rod bolts length at teardowns, it is possible to determine if it has been stressed beyond safe limits and must be replaced.

ADVANTAGES OF WAVE-LOC ROD BOLTS: Threads are rolled, not cut

“Waves” contact bolt hole wall to provide extra support and strengthen connecting rod

“Waves” are forged into bolt, as opposed to cut knurls, which interrupt grain flow

• Wave-Loc surface contacts the rod and cap for optimum alignment and reduction of fluctuating stress – which strengthens the rod itself! • Provides snug fit for all OEM connecting rods despite wide range of factory rod bolt hole tolerances. • Available for most applications.

Rod cap is precisely located because forward “wave” serves as a guide

• Superior material grain flow because of patented Wave-Loc surface design as compared to knurled bolts that have sharp edges and “built-in” stress risers. • Galling and scoring of the rod is virtually eliminated because there is only smooth contact and absolutely no “digging.”

THEROD COMPANY BOLTS A

Application Note: Please verify rod bolt head style against the photos labeled A-M when replacing rod bolts

Hi-Perf 8740

HP Wave 8740

Pro Wave ARP2000

Pro Series ARP2000

(complete)

(2-PC)

(complete)

(2-PC)

(complete)

(2-PC)

(complete)

(2-PC)

ALFA ROMEO 2.0L GTV AMC

126-6101

258 cid inline 6 290-304-343-360 cid 11/32˝ 390 cid (1968-69) 390-401 cid (1970 & later) 3/8˝ AUDI

D D D D

112-6001 114-6001 114-6004 114-6002

5-cylinder BMC/TRIUMPH/ROVER

A Series 3/8˝ A & B Series 11/32˝ B Series (1964-68) 18GB & 18GF 3/8˝ Bonneville 650cc motorcycle (1956-72) K Series 1.3L & 1.5L Spitfire 2.0L GT6 & 2.5L TR6 2.0L SOHC TR7 BMW

J C E E E E K

104-6007 206-6001 206-6002 206-6003 206-6009 206-6007

206-6021

206-6004 206-6005 206-6006

1.6L Mini Cooper M8 x 43MM UHL 2.3L (S14) M11 x 41MM UHL 2.5L (M50/M50TU) inline 6 M9 x 53MM UHL 3.0L (S50 EURO) inline 6 M10 x 45MM UHL 3.2L (S54) inline 6 M11 x 47MM UHL 4.4L (M62/M62TU) V8 M9 x 53MM UHL BUICK

E E E E E E

90° V6 (cap screw type) 1.500˝ UHL 90° V6 (cap screw type) 1.700˝ UHL 215 cid aluminum V8 350 cid (1968-73) standard 11/32˝ 350 cid (1968-73) .015 in. oversize 11/32˝ 400-401-425-430-455 cid CADILLAC

E E D

124-6001 124-6002 124-6003 125-6001

472-500 cid with 12 pt nuts CHEVROLET, SMALL BLOCK

135-6003

7/16˝ “K” rod with 12 pt nuts 265-283-327 cid (small journal) 11/32˝ 305-307-327-350 cid (large journal) 3/8˝ 350 cid PM Rod (1992-97) LT1/LT4 383 Stroker w/ 350 rod (extra head clearance) 400 cid Gen III/LS Series small block (except LS7) “Cracked Cap Design” CHEVROLET, BIG BLOCK

A D B B A A

134-6004 134-6001 134-6003 134-6005 134-6027 134-6002

134-6006

134-6026

396-402-427-454 cid 3/8˝ 409 cid 454-502 cid 7/16˝ 454-502 cid 7/16˝ with 12 pt nuts CHEVROLET, 4 AND 6-CYLINDER

A B A A

135-6002 134-6003 135-6001

135-6022 134-6023 135-6021

140-145-164 cid Corvair 5/16˝ 194-230-250 cid inline 6 120-140 cid 4-cylinder Vega 2.8L 60° V6 4.3L 90° V6 CHRYSLER

D D D D A

132-6001 131-6001 133-6002 133-6001

132-6021 131-6021 133-6022 133-6021

2.2L & 2.5L 4-cylinder 170-225 cid Slant Six (1976 & earlier) 225 cid Slant Six (1977 & later) 318-340-360 Wedge & 318-360 Magnun 383-400-413-440 Wedge & 354-392 Hemi 426 factory Hemi 7/16˝ FORD, SMALL BLOCK

D F D D D M

141-6001 142-6001 142-6002 144-6001 145-6002 145-6001

141-6021

141-6401

144-6021 145-6022 145-6021

144-6401 145-6402

M F

154-6005 154-6004

239-256-272-292 Y block (rod marked EBU) 239-256-272-292 Y block (rod marked ECZ)

Head Style

206-6008 201-6104 201-6301 201-6102 201-6103 201-6302

134-6021 134-6023

134-6401 134-6403

134-6411 134-6423

234-6401 234-6403

234-6421 234-6423

134-6022

134-6402

134-6422

234-6402

234-6422

135-6402 134-6403 135-6401

135-6422 134-6423 135-6421

132-6002

132-6022

144-6421

235-6402 234-6403 235-6401 235-6403

235-6422 234-6423 235-6421 235-6423

244-6401 245-6402

244-6421 245-6422

123-6001 123-6002

123-6021 123-6022

234-6301

234-6321

Red part numbers indicate new items

800-826-3045

Note: Please verify rod bolt head style against the photos labeled A-M when replacing rod bolts

Head Style

Hi-Perf 8740

HP Wave 8740

Pro Wave ARP2000

Pro Series ARP2000

(complete)

(2-PC)

(complete)

(2-PC)

(complete)

(2-PC)

(complete)

(2-PC)

154-6402

154-6422

254-6402

254-6422

154-6403 154-6401 150-6404

154-6423 154-6421 150-6424

254-6403

254-6423

250-6404

250-6424

255-6402

255-6422

250-6404

250-6424

FORD, SMALL BLOCK (CONTINUED) 289-302 cid standard 5/16˝ 302 cid Sportsman SVO 3/8˝ 312 cid 351 Cleveland 351-400M Boss 302 & 351W 351W with square head rod bolt FORD, BIG BLOCK

B M F C C C M

154-6002 150-6005 154-6004 154-6003 154-6001 150-6004 154-6006

154-6022 150-6025 154-6024 154-6023 154-6021 150-6024

390-406-410-427-428 cid FE Series 427 LeMans 428 Cobra Jet (replacement for 13/32˝ bolt) 429-460 cid Boss 429-460 FORD, 4 AND 6-CYLINDER

G E A M C

155-6002 200-6001 155-6001 155-6003 150-6004

155-6022 200-6021 155-6021 155-6023 150-6024

1.6L CVH M8 1.6L Zetec M8 1.8L Duratec 2.0L DOHC Cosworth Sierra/Escort 2.0L RS 2000 M8 2.0L Zetec M9 2000cc Pinto 2300cc Pinto 2.8L & 2.9L V6 3.8L V6 Super Coupe T-bird 240-300 cid inline 6 4.9L inline 6 HOLDEN

E E E E E E D F B C G C

151-6004 151-6003

151-6023

151-6005 151-6001 151-6002 153-6001 153-6002 152-6001 152-6002

11/32˝ 3/8˝ HONDA/ACURA

B B

205-6002 205-6001

1.2L, 1.6L & 1.8L M8 1.6L & 1.8L M9 2.0L (F20C) & 2.2L (F22C) S2000 2.0L (K20A) 3.0L (C30A) V6 Acura NSX M9 3.2L (C32B) V6 Acura NSX M8 MAZDA

A A E E

208-6001

1.6L (B6) & 1.8L (BP) DOHC Miata M9 MITSUBISHI

118-6401

2.0L (4G63) (1993 & earlier) M9 2.0L (4G63) (1994 & later) M8 2.6L (G54B) 3.0L (6G72) & 3.5L (6G74) V6 NISSAN/DATSUN

C A C C

107-6001 107-6002 107-6003 107-6004

A Series (A12-A12A-A13-A14-A15) L16 Series M8 L20 Series 4-cylinder & 2.2L (Z22) M9 L24 Series (early) inline 6 M8 L24 (late), L26 & L28 Series inline 6 M9 2.0L (SR20DE/DET) 11/32˝ 3.0L (VG30E/ET) SOHC V6 M9 3.0L (VG30D/DET/DETT) DOHC V6 11/32˝ 3.5L (VQ35) DOHC V6 M8 OLDSMOBILE

A C C C C C C C E

102-6002 102-6001 202-6001 202-6002 202-6003 202-6005 202-6003 202-6004

2.3L & 2.4L Quad 4 307-350-403-425 cid 455 cid OPEL/VAUXHALL

I A F

181-6001 184-6001 185-6001

1.4L & 1.6L 8V M8 1.4L 16V M9 2.0L 16V M9 PEUGEOT 205 & 306

E E E

109-6002 109-6003 109-6001

117-6101

Red part numbers indicate new items

800-826-3045

150-6404

150-6424

251-6202 251-6301 251-6201 151-6021 151-6022

THE RODCOMPANY BOLTS

Application

B 251-6222

C 251-6402

251-6422

153-6022

E 208-6401 208-6002 208-6003 208-6004 208-6005

G 107-6021 107-6022 107-6023 107-6024

J 202-6006

K 184-6021 185-6021

L 209-6003

M 31

THEROD COMPANY BOLTS A

Application Note: Please verify rod bolt head style against the photos labeled A-M when replacing rod bolts

Head Style

Hi-Perf 8740

HP Wave 8740

Pro Wave ARP2000

Pro Series ARP2000

(complete)

(2-PC)

(complete)

(2-PC)

(complete)

(2-PC)

(complete)

(2-PC)

123-6002

123-6022

PONTIAC Iron Duke 4-cylinder 11/32˝ 3800 V6 (cap screw type) 1.700˝ UHL 301 cid 287-317-347-370-389 cid (1955-62) 326-389-400-455 cid (1963 & later) 3/8˝ 455 Super Duty 7/16˝ 455 Super Duty (cap screw type) 7/16-24 PORSCHE

D E D D I M E

191-6001

RSR Ti rod 1.7L & 2.0L Type IV 2.0L 911S (1969) 911, 930 Turbo & 933 M9 911 M10 944 RENAULT

H K H H H K

Clio 16V M9 R5 Turbo (Mid-Engine) R12 Gordini/Alpine (807g) SUBARU

E E E

2.5L (EJ25) DOHC Turbo TOYOTA

1.6L (4AGE) DOHC & 1.6L (4ALC) SOHC M9 1.6L (2TC/2TG) & 1.8L (3TC) 2.0L (3SGTE) & 2.4L (22R) 3.0L (7MGTE) inline 6 (1986-92) Supra 3.0L (2JZGE/GTE) inline 6 (1993-98) Supra VOLKSWAGEN

A A A A E

203-6001 203-6003 203-6002 203-6004

Formula Vee (cap screw type) M9 Super Vee (cap screw type) Audi-style rod 1600cc air cooled 1600cc water-cooled Rabbit & Corrado G60 1.8L & 2.0L water cooled 2.8L & 2.9L VR6

E E K K L E

104-6005

194-6001 190-6002 190-6001 190-6003 190-6004

190-6022 190-6021 190-6023

204-6004 104-6006 204-6003 204-6005 204-6001 204-6002 216-6301 216-6302 116-6001 260-6302

203-6005 104-6025 104-6003

104-6023

104-6001 104-6002 104-6004

104-6024 204-6006 Red part numbers indicate new items

I “Big Foot” - The premiere “Monster Truck” in the world!

Ross Hoek - now races in the WSORR after a great year in 2006

M 32

Greg Hopp - unlimited lights high-point champion in 2006

Corey Kruseman - 2006 USAC Champion

800-826-3045

TECH TIP

Be sure the torque spec used when re-sizing a rod and final engine assembly are the same. Communicate with your machinist! Use a stretch gauge for both functions, if possible. NOTE: The only way to know if a bolt is ready to fail is if it has permanently yielded .001Ë? or more. See page 27.

3. Assemble cap to rod, then lubricate with ARP Moly lube and install bolt & washer. Measure pre-torqued bolt length. You should keep a log of the original free standing length. A sample is on page 28.

1. Clean and inspect all hardware for obvious damage. If necessary, chase or re-tap con rod threads to ensure proper thread engagement and accurate torque readings.

2. Position washer under bolt head to ensure it clears the under head radius. NOTE: Improper installation will cause premature bolt failure.

4. Using a stretch gauge or micrometer to measure fastener stretch, torque rod bolt until recommended bolt stretch is achieved. A rod bolt stretch chart is on page 25.

5. Once properly preloaded, have the rods resized before assembling them to the pistons, then install in engine using the prescribed bolt-stretch method.

THE RODCOMPANY BOLTS

HOW TO: INSTALL CAP-STYLE ROD BOLTS Replace your original connecting rod cap screws with these ARP products for enhanced durability and improved strength. Use whenever cap screw-style bolts are used for rod cap retention.

HOW TO: INSTALL OEM-STYLE ROD BOLTS Improved reliability and optimum strength are the main attributes of ARPâ&#x20AC;&#x2122;s replacement rod bolts. These are the finest fasteners available today, and are recommended for all high performance applications. TECH TIP

Be sure the torque spec used when re-sizing a rod and final engine assembly are the same. Communicate with your machinist! Use a stretch gauge for both functions, if possible.

3. Lubricate rod nuts with ARP Moly lube, torque nuts to achieve recommended bolt stretch. A rod bolt stretch chart is located on page 25.

800-826-3045

1. Inspect rods to ensure there is adequate chamfer to clear radius under heads, then install bolts after inspecting for damaged hardware.

2. Reinstall the rod cap, then measure bolt length using a micrometer (free standing length).

4. With proper preload applied, have rods resized. This procedure is recommended any time rod bolts are replaced.

5. Install rod and piston assemblies in engine using the prescribed bolt stretch method or by following recommended torque values.

THEROD COMPANY BOLTS

PRO SERIES CONNECTING ROD BOLTS A large number of connecting rod manufacturers have chosen ARP bolts as standard equipment. They’re proud to advertise their products as being equipped with ARP rod bolts. And for good reason. The “weak link” in a connecting rod has always been the bolt, and racers know that nobody builds a better bolt than ARP. However, it is critically important to monitor the stretch of each bolt and replace it when it has permanently elongated by .001˝. Below you will find an extensive listing of aftermarket connecting rods and replacement bolt specifications. In some instances, you may want to go to an ARP rod bolt made from a better grade of material. This will provide you with improved reliability. However, please understand that when you want bolts made from exotic, super high strength materials, the cost will increase significantly. If you’re on a budget, it’s best to go with the most cost-effective solution. This is typically defined by the loads that are carried by the bolts in terms of piston/rod weight and the rotational speed of the engine. The most cost effective design is the one in which the bolt strength is just great enough to handle its anticipated load – plus a safety margin for the occasional overloads. Using a material which has far more strength than required is not as cost effective – but will definitely give you an extra margin of safety and longer service life. You should also know that ARP rod bolts are superior to those from other manufacturers. Especially in the area of fatigue strength. Testing has shown ARP rod bolts to have ten times the fatigue strength of other bolts. In the chart below, you’ll find a bar chart that graphically shows the difference between ARP Pro Series rod bolts and the fastener made by a leading competitor. It’s easy to see why ARP bolts are superior. As such, it makes good sense to rely on ARP for optimum connecting rod service and reliability. Make the most of your racing budget and rely on ARP rod bolts. You’ll find the ARP name proudly stamped on each bolt as your assurance of quality. 3,000,000 High Load 16,700 lbs. 2,000,000 Low Load 4,700 lbs. 1,000,000 900,000 800,000 700,000 600,000 500,000 400,000 300,000 200,000 100,000 Run Cycles Competitor’s ARP3.5 To Failure Bolt (AMS 5844) (AMS 5844)

ARP CUSTOM AGE 625+

g Forged in-house at ARP using only the finest quality materials g Heat-treated using special vertical racks to assure complete 360° penetration g Threads rolled after heat-treat to provide up to 10-times longer fatigue strength g Precision CNC-machined to exacting specifications g Specially designed for optimum reliability in each application

ARP connecting rod bolts are used in everything from exotic 18,000 rpm Formula 1 engines to 6,000 horsepower nitro-burning Top Fuel motors

It’s important to note that a number of premium quality connecting rods come from their respective manufacturers with ARP rod bolts as standard equipment. We are pleased to consider these key firms our “Performance Partners” and embarked upon a program to recognize this alliance. ARP also manufactures replacement connecting rod bolts for products from other firms. We feel that our fasteners are substantially better than those OEM offerings, and they will serve to increase the durability and service life of these rods. For information pertaining to obtaining replacement bolts for these rods, contact our tech department.

800-826-3045

UHL (in.)

Thread Dia. (in.)

Wrench Dia. (in.)

Set Qty

Complete Set

2-Piece Pack

Ford 427 (LeMans) and general replacement for aluminum rods, w/ washer

8740

1.800

7/16

200-6001

200-6021

Venolia, BRC, aluminum rod replacement, with washer

8740

1.800

7/16

200-6002

200-6022

Manley Elgin replacement

8740

1.800

7/16

200-6003

200-6023

General replacement, aluminum rods, with washers, under cut

8740

2.000

7/16

200-6004

200-6024

Manley replacement rods

8740

1.600

7/16

200-6006

200-6026

Manley replacement, rod part number 14051 and 14055

ARP2000

1.850

7/16

200-6201

200-6221

Carrillo replacement for CARR bolt, with washers

ARP2000

1.800

7/16

1/2

200-6202

200-6222

Carrillo replacement for H-bolt, without washers

L19

1.725

7/16

1/2

200-6203

200-6223

Lentz replacement with washers

ARP2000

1.800

7/16

1/2

200-6204

200-6224

Lentz replacement without washers

ARP2000

1.725

7/16

1/2

200-6205

200-6225

Venolia, Brooks, KB, Aluminum rod replacement with washer

ARP2000

2.000

7/16

1/2

200-6206

200-6226

General replacement, steel rods

ARP2000

1.600

3/8

7/16

200-6209

200-6219

General replacement, steel rods

ARP2000

1.500

5/16

3/8

200-6210

200-6220

L19

2.000

7/16

1/2

200-6506

200-6526 300-6726

Venolia, Brooks, KB, BRC, Aluminum rod replacement with washer Venolia, Brooks, KB, Aluminum rod replacement with washer

Custom Age 625+

2.000

7/16

1/2

300-6706

Carrillo, Lentz, Ferrea replacement without washer

ARP3.5

1.750

7/16

1/2

300-6601

300-6621

Carrillo, Lentz, Ferrea replacement without washer

Custom Age 625+

1.750

7/16

1/2

300-6701

300-6721

Carrillo replacement

ARP3.5

1.600

3/8

7/16

300-6602

300-6622

Carrillo replacement

Custom Age 625+

1.600

3/8

7/16

300-6702

300-6722

Carrillo replacement

ARP3.5

1.600

3/8

7/16

300-6603

300-6623

Carrillo replacement

Custom Age 625+

1.600

3/8

7/16

300-6703

300-6723

Carrillo replacement

ARP3.5

1.500

5/16

3/8

300-6608

300-6628

Carrillo replacement

Custom Age 625+

1.500

5/16

3/8

300-6708

300-6728

General replacement, steel rods

ARP2000

1.500

3/8

7/16

200-6207

200-6227

General replacement, steel rods

ARP2000

1.750

3/8

7/16

200-6208

200-6228

Custom Age 625+

1.500

3/8

7/16

300-6704

300-6724

General replacement

THE RODCOMPANY BOLTS

Material

Application

Red part numbers indicate new items

MATERIALS USED IN THE MANUFACTURE OF CAP SCREW TYPE CONNECTING ROD BOLTS 8740 CHROME MOLY: Until the development of today’s modern alloys, chrome moly was popularly considered a high strength material. Now viewed as only moderate strength, 8740 chrome moly is seen as a good tough steel, with adequate fatigue properties for most racing applications, but only if the threads are rolled after heat-treatment, as is the standard ARP production practice. Typically, chrome moly is classified as a quench and temper steel, that can be heat-treated to deliver tensile strengths between 180,000 and 210,000 psi. AERMET 100: With a typical tensile strength of 280,000 psi, Aermet 100 is a new martensitic super-alloy that is stronger and less expensive than the super-alloy austenitic materials that follow. Because it is capable of achieving incredibly high clamping loads, it is ideal for short but extreme environments like top fuel, funny car and some short track applications. Although Aermet 100 is a maraging steel that is far superior to other high strength steels in its resistance to stress corrosion, it must be kept well-oiled and not exposed to moisture. ARP2000: An exclusive, hybrid-alloy developed to deliver superior strength and better fatigue properties. While 8740 and ARP2000 share similar characteristics – ARP2000 is capable of achieving a clamp load at 220,000 psi. ARP2000 is used widely in short track and drag racing as an up-grade from 8740 chrome moly in both steel and aluminum rods. Stress corrosion and hydrogen embrittlement are typically not a problem, providing care is taken during installation.

INCONEL 718: A nickel based material that is in the high temperature, super-alloy class, it is found to be equally suitable in lower temperature applications. This material delivers tensile strengths into the 220,000 psi range and exhibits improved fatigue properties. Best of all, Inconel 718 is completely immune to hydrogen embrittlement and corrosion. ARP3.5 (AMS5844): While similar to Inconel 718, these superalloys are found in many jet engine and aerospace applications where heat and stress attack the life of critical components. The high cobalt content of this alloy, while expensive, delivers a material with superior fatigue characteristics and typically tensile strength in the 260,000 psi range. The immunity to hydrogen embrittlement and corrosion of these materials is a significant design consideration. These materials are primarily used in connecting rods where extremely high loads, high RPM and endurance are important factors – Formula 1, Winston Cup and CART applications. CUSTOM AGE 625 PLUS: This newly formulated super-alloy demonstrates superior fatigue cycle life, tensile strength and toughness – with complete resistance to atmospheric corrosion and oxidation. ARP is the first to develop manufacturing and testing processes for fasteners with Custom Age 625+. Best of all it is less expensive and expected to soon replace MP-35 as the material of choice in the high strength, super-alloy field. Typical tensile strength is 260,000 psi.

L19: This is a premium steel that is processed to deliver superior strength and fatigue properties. L19 is a very high strength material compared to 8740 and ARP2000 and is capable of delivering a clamp load at 260,000 psi. It is primarily used in short track and drag racing applications where inertia loads exceed the clamping capability of ARP2000. Like most high strength, quench and temper steels – L19 requires special care during manufacturing to avoid hydrogen embrittlement. This material is easily contaminated and subject to stress corrosion. It must be kept well-oiled and not exposed to moisture.

800-826-3045

THE HEAD COMPANY STUDS

CYLINDER HEAD STUDS It is for good reason that virtually every top professional engine builder relies on ARP Pro Series head studs for their all-out competition powerplants. Simply stated, there’s not a better stud setup on the market today. For openers, ARP uses a premium grade 8740 alloy that is rated far superior to “aircraft” quality. Then, each stud is placed vertically in special racks and precisely heat-treated to 200,000 psi. This procedure ensures complete heat penetration and the results are far superior to those lesser quality studs from other manufacturers who just dump pieces in a basket and hope for the best. Following heat-treat, each stud is centerless ground to make it as close to perfectly concentric as possible. This procedure involves about ten very slight cuts and results in an exceptionally straight part. It’s important to note that lesser quality studs are not even centerless ground – the material is thread rolled in bar stock form (mostly before heat-treat, when the material is easier to machine). Because ARP studs are manufactured to such exacting tolerances, you will note that gaskets and cylinder heads literally glide into position and are perfectly aligned – something that won’t happen with inferior quality head studs. ARP studs are thread rolled after heat-treat, which gives them about 1000% (that’s ten times) better fatigue strength than those studs that are threaded prior to heat-treat (a very common industry practice). It costs a lot more to do it this way, because it’s tough on tooling, but the results are well worth the extra effort. You will also note that ARP offers specially undercut studs for several engines. This procedure (done only to the shorter studs) more equalizes the “stretch” of both studs, which makes for a more consistent clamping force – and one that compensates for head gasket compression when the cylinder heads are installed. This helps prevent blown head gaskets, and assures optimum engine sealing! Premium quality heat-treated 8740 chrome moly steel head stud kits are available for most every domestic and import applications. You won’t find a better quality stud on the market from any other source. Look for ARP stamped on each stud as your assurance of quality. Clearly, they are the best on the market today, and the favorite of leading professional engine builders in all forms of racing.

HEAD STUDS vs. BOLTS... A TECHNICAL DISCUSSION ARP’s factory Tech Representatives are often asked which is better, cylinder head studs or bolts. The answer, invariably, depends on the installation. On many street-driven vehicles, where master cylinders and other items protrude into the engine compartment, it’s probably necessary to use head bolts so that the cylinder heads can be removed with the engine in the car. For most applications, however, studs are recommended. And for good reason. Using studs will make it much easier to assemble an engine (especially a racing powerplant which must be serviced frequently and quickly!) with the cylinder head and gasket assured of proper alignment.

Application AMC 258 cid inline 6 290-343-390 cid (1969 & earlier) 7/16” 304-360-390-401 cid (1970 & later) 1/2” 401 cid with Indy heads BMC/TRIUMPH A Series, 9 studs A Series, 11 studs A Series, 11 studs, shaved head B Series 1.3L & 1.5L Spitfire 2.0L GT6 & 2.5L TR6 2.0L SOHC TR7 2.1L TR4 BMW 2002 Coupe, 318i, 320i 4 cylinder 530, 535, 635, 735

Studs also provide more accurate and consistent torque loading. Here’s why. When you use bolts to secure the head, the fastener is actually being “twisted” while it’s being torqued to the proper reading. Accordingly, the bolt is reacting to two different forces simultaneously. A stud should be installed in a “relaxed” mode – never crank it in tightly using a jammed nut. If everything is right, the stud should be installed finger tight. Then, when applying torque to the nut, the stud will stretch only on the vertical axis. Remember, an undercut shorter stud will have a rate similar to a longer, standard shank stud. This provides a more even clamping force on the head. Because the head gasket will compress upon initial torquing, make sure studs and bolts are re-torqued after the engine has been run.

Hex Nuts 112-4001 114-4001 114-4002

Hex Nuts U/C Studs

12-Point Nuts

12-Point Nuts U/C Studs

114-4201 114-4202 114-4203 206-4201 206-4204 206-4206 206-4202 206-4203 206-4205 206-4208 206-4207 201-4601 201-4602

800-826-3045

BMW (CONTINUED) M50 2.5L 6-cylinder, S50, S52 E46 M3/S54 Mini Cooper BUICK V6 Stage I (1977-85) V6 Grand National and T-Type (1986-87) V6 with 1986-87’ block and GN1 Champion heads V6 Stage II V6 Stage II with Champion heads 215 cid 215 cid, Rover V8 350 cid 401-425 cid, nail head 455 cid CADILLAC 472-500 cid with 6 & 12 pt nuts for clearance CHEVROLET, SMALL BLOCK 23° OEM cast iron and aluminum Chevrolet, Gen III Vortec/Truck; LT1 Airflow Research, Brownfield; Brodix -8,-10,-11, Track I, Dart Sportsman and Dart II & most Edelbrock, Trick Flow 18° standard port 18° raised port 18° with raised intake 3/8˝ #10134363 and 64 with Bowtie aluminum and cast block, .950, coarse thread 18° with 3/8˝ holes 7/16˝-3/8˝ stepped Aluminum Block with Brodix -12 & 12x heads Aluminum Bowtie splayed bolt head Brodix, -12, and Brodix 18° Brodix, -12 rollover (angle mill) Brodix, 18° rollover Brodix, canted valve Brodix-Pontiac raised port Brodix-Pontiac standard port Brodix, w/ -8, 10, 11, 11x, Track 1 heads, w/ Brodix, Rodeck aluminum block Brodix, w/ 12x, 12RP/GB2000 heads, w/ Brodix, Rodeck aluminum block Brodix, w/ 23° production style heads, w/ Brodix, Rodeck aluminum block Brodix, w/ Brodix Weld-Tech Jones GB2200 heads, w/ Brodix, Rodeck aluminum block Brodix, w/ BD1010 & BD2000 heads, w/ Brodix, Rodeck aluminum block Brodix, All Pro heads, w/ Brodix, Rodeck aluminum block Brodix, w/ 12/18° WT/Clone Brodix head 3/8 ctr bolt holes, w/ Brodix, Rodeck aluminum block Brodix, w 12/18° Brodix head, 7/16˝ studs, w/ Brodix, Rodeck aluminum block Brodix, w/ Weld-Tech Jones GB2300 heads, w/ Brodix, Rodeck aluminum block Brodix , w/ 16° Brodix head, w/ Brodix, Rodeck aluminum block Bowtie Block with 14° Pro Action head Bowtie cast iron and aluminum block with Brodix 12 Weld-Tech Dart II, Brodix Track I, 23° Pro Action, Iron Eagle II, iron block Dart, 18° Dart, 18° II Generation steel block Dart, Buick Dart, Oldsmobile 14° Dart Sportsman, .950, coarse thread Pro Action 14° Pro Action 14° Tall Deck Pro Action head 18° Chevy heads, w/ Brodix, Rodeck aluminum block Brodix canted valve head, w/ Brodix, Rodeck aluminum block SB2 SB2, Brodix, Rodeck aluminum block SB2-2 7/16˝ block w/ 220 ksi SB2-2 3/8˝ block w/ 220 ksi SB2-2 3/8˝ block w/ 260 ksi Gen III/LS Series small block (2003 & earlier) Gen III/LS Series small block (2004 & later) w/ all same length studs SBC w/ -12 aluminum block CHEVROLET, BIG BLOCK 348-409 cid 396-402-427-454 Cast iron OEM, Mark IV, aluminum factory heads, also early Bowtie Bowtie Late Bowtie, Dart Merlin, iron and aluminum Dart 360, Edelbrock, Dart Pro 1, AFR, Profiler 24° long exhaust studs, ONLY 8 PIECES (with nuts and washers) Brodix, -2, -4, 2x, 3x, Canfield, Holley, Big Duke With Edelbrock Performer RPM heads, Pro Top Line With Edelbrock Victor heads Brodix, Pontiac Pro Stock Symetrical-spread port Chevy Red part numbers indicate new items

800-826-3045

Hex Nuts

Hex Nuts U/C Studs

12-Point Nuts

12-Point Nuts U/C Studs 201-4603 201-4604

201-4301 123-4001 123-4003

123-4201 123-4203 223-4204 223-4202 223-4203 124-4202

223-4002 124-4002 124-4003 124-4001 124-4004 125-4001

124-4201 124-4204 125-4201

THE COMPANY HEAD STUDS

Application

135-4007 134-4001

234-4401

234-4301

234-4601

234-4107 234-4108

234-4507 234-4508

234-4307 234-4308 234-4321 234-4320 234-4322 234-4315

234-4707 234-4708 234-4721 234-4720

234-4015 234-4123 234-4103

234-4503

234-4106 234-4105

234-4506 234-4505

234-4213 234-4303 234-4311 234-4310 234-4312 234-4306 234-4305 134-4301 134-4302 134-4303 134-4304 134-4305 134-4306 134-4307 134-4308 134-4309

234-4703

234-4706 234-4705

234-4726 234-4725 234-4109

234-4509

234-4036 234-4102 234-4104 134-4002

234-4502 234-4504 234-4402

234-4309 234-4323 234-4336 234-4302 234-4304 234-4332 234-4334 234-4335 234-4333 234-4710 234-4711

234-4723 234-4709

234-4702 234-4704 234-4602

234-4433

234-4722 134-4310 234-4724 300-4202 300-4201 234-4316 234-4317 234-4324

234-4110

135-4002 135-4001 235-4110 235-4103 235-4106 235-4102 235-4018 235-4019 235-4107 235-4104

235-4401 235-4503 235-4502 235-4518 235-4519 235-4507 235-4504

235-4202 235-4201 235-4310 235-4303 235-4306 235-4302 235-4318 235-4319 235-4307 235-4304

235-4601 235-4703 235-4702 235-4718 235-4719 235-4707 235-4704

THE HEAD COMPANY STUDS 38

Application CHEVROLET, BIG BLOCK (CONTINUED) With GM aluminum block, 7/16˝ diameter With GM aluminum block, 1/2˝ diameter Dart Big Chief Oldsmobile DRCE Mark V, Mark VI with Brodix/Canfield heads Mark V, Mark VI crate with Dart or AFR heads Mark V, with Mark V heads or Edelbrock heads Merlin - World Brodix, 14.5° Brodix, Sonny Lenard 14.5° Pro Stock head & PS head, w/ Brodix aluminum block Brodix, fits BB1 OEFI, 2, 2t, 2x, 2extra, 3, 4, 4extra, 5 heads, w/ Brodix aluminum block Brodix, w/ Dart Pro 1 or 360 heads, Pro Top Line, w/ Brodix aluminum block Brodix, w/ Big Duke/Big Chief heads, w/ Brodix aluminum block ZL1 Limited Edition, block #12370850, head #12363390/392/399 CHEVROLET, 4 AND 6-CYLINDER GM 2.2L Ecotec GMC Vega 140 Inline 4-cylinder (1962 & later) Inline 6-cylinder (1962 & later) 2.8L 60° V6 M11 4.3L 90° V6 4.3L 90° V6 with 18° raised port 4.3L 90° V6 with 18° standard port 4.3L 90° V6 with Oldsmobile 14-° heads 4.3L 90° V6 with Pontiac raised runner CHRYSLER, SMALL BLOCK 273-318-340-360 Wedge 318-340-360 Wedge with W2 or W-2 Econo heads 318-340-360 Wedge with W-5 or W-7 heads 318-340-360 Wedge with Edelbrock RPM heads 318-340-360 Wedge with B1-BS heads 318-360 Magnum 5.7L & 6.1L Hemi CHRYSLER, BIG BLOCK 383-400-413-426-440 Wedge with factory heads or Edelbrock RPM heads 383-400-413-426-440 Wedge with B-1 heads 383-400-413-426-440 Wedge with Koffel BTS full 383-400-413-426-440 Wedge with Indy 440 heads 331-354-392 factory Hemi & Edelbrock RPM heads 426 factory Hemi & 426-472-528 Hemi Crate Motor 7/16˝ 426 factory Hemi (modified for 1/2˝) KB Hemi, inner KB Hemi, short deck, 1/2˝ KB Hemi, standard deck, 1/2˝ KB Hemi, long deck, 1/2˝ KB Hemi, standard deck, 9/16˝ CHRYSLER, 4 AND 6-CYLINDER 2.2L 4 cylinder (non-turbo only) M11 170-225 cid Slant Six DIESEL Chevy/GMC 6.2L, M12 Chevy Duramax ’01-’04 1/2 (LB-7), ’04-Present (LLY) Dodge/Cummins 5.9L 12-valve (1989-98) Dodge/Cummins 5.9L 24-valve (1998 & later) Ford, 6.9L International Ford, 6.0L Powerstroke Ford, 7.3L Powerstroke ’93-’02 Oldsmobile, 350 cid, 5.7L DODGE 2.0L SOHC Neon, block #4667642, head #4556737 2.0L DOHC Neon, block #4667642, head #4667086 2.4L DOHC, block #4621443/445, head #4667086 3.0L (6G72) DOHC, ARP2000 Viper Gen II (1996-03) ARP2000 FORD, SMALL BLOCK 289-302, 5.0L with factory heads 7/16˝ 289-302, 5.0L with 351 Windsor head, 7/16˝-14 cylinder block thread M-6049-J302, SVO high port & M-6049-L302, AFR 185 Edelbrock aluminum , GT-40 style with insert “T” washer Boss 302 351 Cleveland, 351-400M 351 Windsor with factory heads, M-6049-J302, SVO high port and M-6049-L302 GT-40 style, Edelbrock aluminum and Iron Dart with 1/2-13 cylinder block threads 351 SVO and Fontana aluminum blocks w/’94 or later Yates heads 351 SVO high port and improved SVO high port, M-6049-C302, M-6049-C320B

Hex Nuts 135-4005 135-4006 235-4112 235-4109 235-4114 235-4113 235-4108 235-4016

Hex Nuts U/C Studs 235-4505 235-4506 235-4512 235-4509 235-4514 235-4513 235-4508

12-Point Nuts 135-4205 135-4206 235-4312 235-4309 235-4314 235-4313 235-4308 235-4316 235-4320 135-4301 135-4302 135-4303 135-4304 235-4321

12-Point Nuts U/C Studs 235-4705 235-4706 235-4712 235-4709 235-4714 235-4713 235-4708 235-4716

231-4701 131-4002 131-4001 132-4001 233-4003 233-4001 233-4108 233-4107 233-4104 233-4102

233-4401 233-4508 233-4507 233-4504 233-4502

131-4201 132-4201 233-4303 233-4301 233-4308 233-4307 233-4304 233-4302

144-4001 144-4002 144-4003 144-4005 144-4004 144-4006

144-4201 144-4202 144-4203

145-4006 145-4007 145-4012 145-4011 145-4001 145-4003 145-4002

145-4206 245-4307

233-4601 233-4708 233-4707 233-4704 233-4702

144-4204 144-4205 244-4300

245-4311 145-4201 245-4203 245-4202 245-4306 245-4308 245-4305 245-4309 245-4310

245-4005

241-4501

245-4710 241-4701

142-4001 130-4062 230-4201 247-4203 247-4202 150-4069 250-4202 250-4201 184-4003 141-4203 141-4202 141-4204 207-4205 247-4201 154-4001

254-4401

154-4201

254-4701

154-4005

254-4405

154-4205

254-4705

154-4002 154-4004

154-4202 154-4204

154-4003

254-4503

154-4203

254-4703

254-4102 254-4107

254-4101

254-4302 254-4307

254-4301

Red part numbers indicate new items

800-826-3045

FORD, SMALL BLOCK (CONTINUED) 351 SVO Yates design 351 SVO Yates 1994 design 351 “R” block with C3 heads 351 “R” block w/6049-N351 heads Std. 351 Block w/6049-N351 heads 351 “R” block with Brodix/Neal heads or Blue Thunder heads FORD, BIG BLOCK 390-428 cid FE series with factory heads or Edelbrock heads 427 SOHC 429-460 cid with factory heads & 429CJ SVO alum #M-6049-A429, also Edelbrock, KAASE 460 SVO aluminum, M-6049-A460 & M-6049-B460, C460 (must use 12pt. nuts) 460 cid with Blue Thunder heads 460 cid with Trick Flow “Pro Stock” heads FORD, 4 AND 6-CYLINDER 1600cc, Escort M10 2.0L DOHC Cosworth Sierra/Escort M12 2.0L Zetec 2000cc Pinto 2300cc Pinto 2.3L Duratec (2003) 2.5L Duratec V6 3.8L V6 Super Coupe T-bird 4.5L SVO inline valve V6, head #M6049-H380 240-300 cid inline 6 FORD, MODULAR 4.6L & 5.4L 2V /4V 4.6L & 5.4L 2V/4V ARP2000 4.6L & 5.4L 3V ARP2000 GENERAL MOTORS 2.2L Ecotec HOLDEN Commodore V6 7/16˝ 308 cid 308 cid 7/16˝ 308 cid 1/2˝ HONDA/ACURA Acura B18A1, M11 Acura VTEC B18C1, M11, GSR B16A B20B, w/B16A head Civic D16Y F20 S2000 Honda D16Z - Only, M10 Honda H22A4, VTEC H23A K20A (A2 & A3) MAZDA 1.6L (B6) & 1.8L (BP) DOHC Miata 2.0L FS-DE (1998-02) 2.3L DOHC (2003) MITSUBISHI 2.0L (4G63) DOHC (1993 & earlier) M12 2.0L (4G63) DOHC (1994 & later) M11 2.6L (G54B) 3.0L (6G72) DOHC V6 ARP2000 NISSAN/DATSUN A-12 engines A-14 engines L20 series, 4-cylinder L24, L26, L28 series, 6-cylinder CA16DE, CA16DET, CA18DE, CA18DET RB20, RB20DET, RB25, RB25DET RB26DETT, GTR ARP2000 SR20DET, M11 SR20DET, RN14, M12 VQ30, VQ35 OLDSMOBILE 2.3L & 2.4L Quad 4 215 cid, aluminum heads 403 cid Batton 455 cid with factory heads or Edelbrock heads 7/16˝ PONTIAC Iron Duke 4 cylinder 1/2” Red part numbers indicate new items

800-826-3045

Hex Nuts 254-4109 254-4110 254-4111 254-4112 254-4113

155-4001 155-4002 155-4003 255-4101

Hex Nuts U/C Studs

254-4501

12-Point Nuts 254-4309 254-4310 254-4311 254-4314 254-4315 254-4312

12-Point Nuts U/C Studs

254-4601

155-4201 155-4202 155-4203 255-4304 255-4301 255-4305

THE COMPANY HEAD STUDS

Application

151-4203 251-4701 251-4702

153-4001 253-4102 152-4001

151-4201 151-4202 151-4204 253-4701 153-4203 253-4302 152-4201

156-4101 256-4001 256-4002

156-4301 256-4201 256-4202

151-4702

231-4701 205-4002 205-4001 254-4009

205-4601 205-4602 234-4201 208-4302 208-4303 208-4601 208-4306 208-4305 208-4702 208-4301 208-4304 208-4307 208-4701 218-4701 218-4703 218-4702 207-4201 207-4203 207-4202

207-4701 207-4702 207-4205

202-4202 202-4203 202-4201 202-4206 202-4702 202-4301 202-4207 102-4701 202-4303 202-4701

184-4002 184-4004 184-4005 185-4001

281-4301 184-4202 184-4204 184-4205 185-4201

191-4001

191-4201

THE HEAD COMPANY STUDS

Application PONTIAC (CONTINUED) Super Duty 4 cylinder with “Iron Duke” head 3800 supercharged V6 (L67 Regal, SC Monte Carlo, Impala) (1999 & later) Ram Air 2 & 455 Ram Air 5 350-400-428-455 cid with D port heads (1967 & later) 400 Ram Air 2 and 4, 455 HO and 455 Super Duty with Round port heads (1968-74) 400-455 cid with Edelbrock heads (mfg. before 3/15/02) 400-455 cid with Edelbrock heads (mfg. after 3/15/02) PORSCHE 911 & 930 Turbo, premium austenitic studs - Dilivar replacement 996 ROVER K Series SATURN 1.9L DOHC (1991-99) 1.9L SOHC (1999-02) SUBARU EJ Series 2.0L, 2.2L, 2.5L, DOHC EJ Series Phase 2 (1999 & later) SOHC SUZUKI GSX 1300R Hayabusa with cylinder spacer (1999-05) TOYOTA 1.6L (4AGE) DOHC 2.0L (3SGTE) DOHC 2.4L (22R) 2.8L (5MGE) & 3.0L (7MGE/GTE) inline 6 (1981-92) Supra 3.0L (2JZGE/GTE) inline 6 (1993-98) Supra VAUXHALL/OPEL 2.0L 16V 2.5L V6 Opel VOLKSWAGEN/AUDI Audi 5 cylinder, 10 valve Audi 5 cylinder, 20 valve Super Vee 1.8L & 2.0L 8V Golf/Jetta 1.8L & 2.0L 16V Golf/Jetta 2.8L & 2.9L VR6

Hex Nuts 290-4101 193-4001 190-4005 190-4002 190-4003

Hex Nuts U/C Studs

12-Point Nuts

12-Point Nuts U/C Studs

290-4301 193-4002 190-4201 190-4205 190-4202 190-4203 190-4304 190-4305 204-4206 204-4210 206-4209 165-4202 165-4201 260-4701 260-4702 271-4701 203-4203 203-4204 203-4201 203-4202 203-4205

203-4701 203-4702

209-4301 209-4302

209-4701 209-4702

204-4205 204-4207 204-4202 204-4203 204-4204

204-4703 204-4704 204-4701 204-4702 204-4705

TECH TIPS: HEAD STUD INSTALLATIONS

1. Clean and chase all bolt threads in block to 2. All hardware should be cleaned and inspected 3. Since most studs extend into the water jacket, ensure proper thread engagement and accurate for possible shipping damage prior to installation. coat threads with ARP thread sealer and screw in torque readings. hand tight ONLY.

4. Install gasket and head, then lubricate washers 5. Following the engine manufacturer’s torque and nuts with oil or ARP moly assembly lubricant pattern, torque each stud nut three times to recomprior to their installation. mended values found in the general fastener chart on page 24.

NOTE: To ensure positive sealing of “wet” head studs, a hardening or semi-hardening sealant, such as Loc-Tite or Permatex, etc. should be used. Some engine builders employ a sealer in the coolant, such as Aluma-Seal, Silver Seal or K&W sealer, etc. You may also use high temperature RTV silicone. Whatever product is used, it is imperative that the cylinder head is installed and torqued to proper levels BEFORE THE SEALANT HAS CURED!

800-826-3045

THE COMPANY HEAD BOLTS

CYLINDER HEAD BOLTS HIGH PERFORMANCE SERIES High Performance head bolts are available with a reduced wrenching hex or 12-point and wide area flanged head that eliminates the need for valve train removal to facilitate cylinder head retorquing. All High Performance Series bolts are 180,000 psi (which is 15% stronger than Grade 8) and kits come complete with hardened parallel-ground washers. PROFESSIONAL SERIES All Pro Series bolts are cold-forged to ensure molecular integrity, heat-treated prior to thread rolling and machining, and are rated nominally at 200,000 psi. ARP Pro Series head bolt kits are application specific – designed for use with typically competition only components. These fasteners deliver superior strength and meet the ARP “ZERO defect – ZERO failure” quality standard. Hardened and parallel-ground washers are included with each kit to ensure even load distribution and accurate torque readings. All Pro Series head bolts have a reduced wrenching hex or 12-point head and wide area flange to eliminate the need for valve train removal for cylinder head retorquing and permits the use of larger diameter valve springs. Most applications have undercut short bolts that can help eliminate head gasket failures through providing more “stretch” to compensate for the additional compression of gaskets. All kits come complete with hardened parallel-ground washers.

Refer to Main & Head Bolt Instructions on page 45.

High Performance

Pro Series

Application Hex AMC 258 cid inline 6 with 1/2˝ bolts 290-343-390 cid (1969 and earlier) 7/16˝ 290-343-390 cid (1969 and earlier) with Edelbrock heads 7/16˝ 304-360-390-401 cid (1970 & later) 1/2˝ 304-360-390-401 cid (1970 & later) with Edelbrock heads 1/2˝ 401 cid with Indy heads BMW Mini Cooper BUICK V6 Stage I (1977-85) V6 Grand National and T-Type (1986-87) V6 with 1986-87’ block and GN1 Champion heads V6 Stage II V6 Stage II with Champion heads V6 with Duttweiler and M&A aluminum heads 455 cid CHEVROLET, SMALL BLOCK 23° Cast iron OEM, Gen III Vortec/Truck, most Edelbrock, LT-AFR, Brodix-8,-10,-11,-11xb, LT-1, Dart Pro-1 & Trick Flow heads (all black oxide) 23° Cast iron OEM, Gen III Vortec/Truck, most Edelbrock, LT-AFR, Brodix-8,-10,-11,-11xb, LT-1, Dart Pro-1 & Trick Flow heads ( black oxide inner rows, stainless steel outer row) 23° Pro Action head 12-Rollover Brodix, 18° Brodix 18° standard port 18° hi-port 18° hi-port with 3/8˝ holes, casting #10134363 and 64 18° Brodix-18c,-18x with 3/8” step stud Bowtie with Brodix 12 - Weld-Tech, Dart II, WP Sportsman II, Brodix Track I Dart-Buick Oldsmobile 14° Pontiac Brodix aluminum heads, raised intake, -10xz RI Gen III/LS Series small block (2003 & earlier) hex Gen III/LS Series small block (2004 & later) w/ all same length hex bolts CHEVROLET, BIG BLOCK 348, 409, Cast iron OEM 396-402-427-454 Cast iron OEM Mark IV or Mark V block with Brodix aluminum heads MarK IV or Mark V block with Brodix-2, -4 and Canfield aluminum heads Mark IV block with Edelbrock heads 60409, 60429, 60459, 60479, 60499, 60559 Mark IV or Mark V block with Edelbrock heads 77609, 77659, 7760, 7765 Mark IV or Mark V block with AFR Casting #315/335/357 Red part numbers indicate new items

800-826-3045

12-Point

12-Pt. U/C

Stainless Hex

12-Point

112-3601 114-3601 114-3605 114-3602 114-3604 114-3603 206-3601 123-3601 123-3603

123-3701 123-3703

223-3701 223-3703 223-3705 223-3700 223-3704

423-3601

423-3701

134-3601

134-3701

234-3701

434-3601

434-3701

134-3603

134-3703

435-3601

435-3701

123-3602 125-3601

134-3602 134-3607 134-3608

135-3602 135-3601 135-3609 135-3606 135-3610 135-3611

134-3604 134-3702

135-3701 135-3709 135-3702 135-3710 135-3711 135-3712

234-3702 234-3707 234-3708 234-3721 234-4727 234-3703 234-3709 234-3705 234-3704 134-3609 134-3610

234-3723 234-3720 234-3722

235-3701 235-3709 235-3702 235-3711

THE HEAD COMPANY BOLTS 42

High Performance Application CHEVROLET, BIG BLOCK (CONTINUED) Mark V with 502 heads Mark V block with World Merlin, late Bowtie and Dart aluminum, AFR Dart aluminum head exhaust bolts only, (8 pieces) Late Bowtie aluminum, World Prod. Merlin, Iron Dart, Pro-1, Pro Top Line Pontiac Pro Stock aluminum head, Brodix Pontiac Pro Stock aluminum head, Dart Big Chief Pontiac Pro Stock aluminum head, Dart Big Chief, w/ outer rows only in stainless steel CHEVROLET, 6-CYLINDER 90° V6 90° V6 with 18° standard port 90° V6 with 18° hi-port 90° V6 hi-port 3/8˝ holes CHRYSLER, SMALL BLOCK 273-318-340-360 Wedge 318-340-360 Wedge with Edelbrock RPM heads 318-340-360 Wedge with W2 and W2 Econo heads 318-340-360 Wedge with W-5, W-7 cylinder heads 318-360 Magnum with factory heads or Edelbrock Magnum heads CHRYSLER, BIG BLOCK 383-400-413-426-440 Wedge 383-400-413-426-440 Wedge with Edelbrock RPM heads 60919, 60929, 60149, 60189 383-400-413-426-440 Wedge with Edelbrock Victor heads 77919, 77929 383-400-413-426-440 Wedge with Indy 440 heads 426 factory Hemi & Mopar 426-472-528 Hemi Crate Motor 7/16” CHRYSLER, 4-CYLINDER 2.2L & 2.5L M11 FORD, SMALL BLOCK 289-302 with factory heads or Edelbrock heads 60259, 60379 302 Boss 302 with 351 Windsor heads 1/2˝-7/16˝ insert washer with 7/16˝ bolts 302 with 351 Windsor heads 1/2˝-7/16˝ stepped bolt 351 Cleveland & 351-400M 351 Cleveland SVO, iron block 351 Windsor with factory heads or Edelbrock heads 60259, 60379 351 SVO, Yates design 351 SVO, Yates 1994 design 351R block with C3/C3L heads FORD, BIG BLOCK 390-428 FE series with factory heads or Edelbrock heads 60069, 60079 427 SOHC 429-460 cid 429-460 cid with Edelbrock heads 60669, 60079, 61669, 61649 FORD, 6-CYLINDER 4.5L SVO inline valve V6 HOLDEN 308 cid MITSUBISHI 2.0L (4G63) DOHC (1994 & later) M11 OLDSMOBILE 350-455 cid with factory heads or Edelbrock heads 60519, 60529 (1976 & earlier) 7/16” 307-350-455 cid (1977 & later) 1/2” 403 cid PONTIAC 326-347-370-389-421 cid with D port heads (1964 and earlier) 326-389-421 cid with D port heads (1965-66 only) 350-400-428-455 cid with D port heads (1967 & later) 400 Ram Air 2 and 4, 455 HO and 455 Super Duty with Round port heads (1968-74) 400-455 cid with Edelbrock heads 60579, 60599 (mfg. before 3/15/02) 400-455 cid with Edelbrock heads 60579, 60599 (mfg. after 3/15/02) 455 high output “Ram Air” 2 TOYOTA 2.8L (5MGE) & 3.0L (7MGE/GTE) inline 6 (1981-92) Supra HARLEY MOTORCYCLE ’48-’84 All pan heads & shovel heads ’57-early ’73 XL’s

Pro Series

Hex

12-Point

135-3607 135-3605 135-3603

135-3706 135-3707 135-3705 135-3703

235-3706 235-3707 235-3708 235-3703 235-3704 235-3705

135-3604

135-3704

Stainless

12-Pt. U/C

Hex

12-Point

245-3706

445-3606

445-3706

454-3601 454-3602 454-3605

454-3701 454-3702 454-3705

480-3600

480-3700

233-3701 233-3707 233-3708 233-3721

133-3607

144-3602 144-3603 144-3601 144-3604 144-3605 145-3606 145-3608 145-3609 145-3607 145-3901

145-3706

241-3701 154-3601 154-3602 154-3605

154-3701 154-3702 154-3705

254-3702 254-3708 254-3704 254-3701

154-3604 154-3603

254-3709 254-3710 254-3711 155-3601 155-3602 255-3701 155-3603 253-3702 205-3601

205-3701

254-3703 207-3900

180-3600 180-3601 185-3602

180-3700

280-3700

190-3608 190-3602 190-3607 190-3603 190-3604 190-3605 190-3601 203-3902 460-3601 460-3602 Red part numbers indicate new items

800-826-3045

STUDS vs. BOLTS ARP recommends the use of main studs over bolts whenever possible for several key reasons. First is the ability to obtain more accurate torque readings because studs don’t “twist” into the block. All clamping forces are on one axis. By the same token, there is less force exerted on the block threads, which contributes to improved block life (very critical on aluminum blocks). Finally, there are factors of easier engine assembly and proper alignment of caps every time.

There are many important reasons to use ARP main stud kits, including the elimination of main cap walk and fretting, as well as protecting the threads in your engine block. All kits come complete with hardened parallel-ground washers and high quality nuts. Some applications have provisions for mounting windage trays and have specially designed standoff studs with serrated lock nuts to position the windage tray and lock it securely in place. The studs are manufactured from 8740 chrome moly steel, heat-treated in-house to 200,000 psi tensile strength, and precision J-form threads rolled after heat-treat to create a fastener that has threads 1000% stronger than others.

THE MAINCOMPANY STUDS

MAIN STUD KITS

TECH TIPS: MAIN STUD INSTALLATION There are a number of important considerations when installing ARP main studs. First and foremost is making sure the block and studs are as clean as possible. Foreign matter and debris can easily affect the quality of thread engagement and cause erroneous torque readings. Do not re-cut threads in the block – use the special “chaser” taps as listed on page 87 of this catalog. This will preserve the integrity of the threads and provide better engagement. Calibrate your torque wrench – even new wrenches have been known to be off by as much as 10 foot pounds! Use consistent tightening techniques.

1. Clean and chase appropriate threads in block to ensure proper thread engagement and accurate torque readings.

2. All hardware (and caps) should be cleaned and inspected prior to installation, looking for any shipping damage or defects.

3. Screw studs into block, finger tight ONLY. For permanent installation, apply Loc-tite (or similar adhesive) sparingly to threads. Be sure and install the caps promptly before the cement sets to prevent misalignment of studs in block.

4. Install main caps, checking for binding and misalignment. Lubricate threads, nuts and washers with oil or ARP moly assembly lubricant before installation. Note that torque specs will vary by lubricant. Moly lube is most consistent. Have block align honed.

5. Using the instructions provided with the studs, tighten the nuts to proper torque values three times. NOTE: If using Loc-Tite or similar cement, proper preload must be achieved prior to it setting up.

Application AUDI 5-cylinder BMC/TRIUMPH A Series B Series (3 cap main) B Series (5 cap main) 2.0L SOHC TR7 Austin Healey 6-cylinder BMW M10 & S14 4-cylinder

2-Bolt Main 204-5404 206-5401 206-5402 206-5403 206-5404 206-5405 201-5001

4-Bolt Main

Application BMW (Continued) M50, M52, S50US & S52US inline 6 S54 inline 6 BUICK V6 Stage I & II V6 Stage II without windage tray V6 Stage II with splayed cap bolts 215 cid aluminum V8 350 cid 401 cid (nail head)

2-Bolt Main

4-Bolt Main

201-5000 201-5002 123-5401 222-5602 322-5802 124-5401 124-5402 124-5404

800-826-3045

THE MAIN COMPANY STUDS 44

Application BUICK (continued) 400-430-455 cid (hex) 400-430-455 cid (12 pt nuts) CADILLAC 472-500 cid CHEVY, SMALL BLOCK 400 cid with windage tray 400 cid with windage tray & 3.0˝ outer studs 400 cid with splayed cap bolts & windage tray Large journal (hex) Large journal (12 pt nuts) Large journal with windage tray Large journal with straps (F & R caps) Large journal with splayed cap bolts Large journal with straps & splayed cap bolts Small journal Small journal with windage tray SB2 (including 4-bolt F & R caps) w/o windage tray SBC Rocket block Dart Little M with splayed cap bolts Dart Little M with splayed cap outer studs Dart Little M w/ iron main caps & splayed cap bolts Gen III/LS Series small block CHEVY, BIG BLOCK 396-402-427-454 cid 396-402-427-454 cid with windage tray Mark IV Aluminum block Mark IV Bowtie with windage tray Mark V 502 Mark V 502 with windage tray Dart Big M with splayed cap bolts Dart Big M with splayed cap outer studs CHEVY, 6-CYLINDER 235-261 cid inline 6 (1954-62) 194-230-250-292 cid inline 6 (1963 & later) 90° V6 90° V6 with windage tray 90° V6 with splayed cap bolts CHRYSLER 2.0L SOHC/DOHC 4-cyl Neon (block # 4667642) 2.2L & 2.5L 4-cylinder M11 170-198-225 cid Slant Six 318-440 Wedge (hex) 318-440 Wedge (12 pt nuts) 318-340-360 Wedge with windage tray 5.7L & 6.1L Hemi with cross bolts 354-392 Hemi 426 factory Hemi KB 426 Hemi DIESEL Chevy Duramax 6.6L (LB7/LLY) (2005 & earlier) Chevy Duramax 6.6L (LBZ/LMM) (2006 & later) Dodge/Cummins 5.9L 12V (1997 & earlier) Dodge/Cummins 5.9L 12V & 24V (1998 & later) Ford 7.3L Powerstroke (1993-02) Oldsmobile 5.7L diesel FORD, SMALL BLOCK 289-302 cid 289-302 cid with windage tray 289-302 cid with 1/2˝ straps (10 studs 1/2˝ longer) 302 cid with dual or rear sump oil pan* 302 cid with girdle (7 studs 1/2˝ longer) 302 SVO 302 “R” block (1/2˝ dia. studs) 302 Iron Eagle Boss 302 with windage tray 351 Cleveland 351 Windsor 351 Windsor with windage tray 351 Windsor with dual or rear sump oil pan* * includes stud to mount oil pickup tube

2-Bolt Main

4-Bolt Main

125-5401 125-5402 135-5507

134-5401 134-5403 234-5501 234-5503

234-5606 234-5607 234-5605 134-5601 234-5601 234-5603 234-5602 234-5604

134-5402 134-5501 134-5602 184-5403 234-5801 134-5801 234-5609 234-5608 135-5402 235-5502

135-5601 235-5701 135-5603 235-5702 135-5606 235-5606 235-5601 235-5603

132-5402 132-5401 233-5602 233-5702 233-5601 141-5801 141-5401 142-5401 140-5401 140-5402 240-5501 244-5400 145-5404 145-5601 245-5602

145-5602

230-5401 230-5402 247-5402 247-5401 250-5801 184-5402 154-5401 254-5501 154-5408 154-5407 154-5410

154-5404 154-5403 154-5503 154-5409

154-5605 254-5601 154-5608 154-5602 154-5604 154-5606

2-Bolt Main

Application FORD, SMALL BLOCK (continued) 351 SVO with outer studs (for mains No# 2,3,4) 351 SVO with outer bolts (for mains No# 1,2,3,4,5) 351 “R” block 351 Iron Eagle Ford Australian 7/16˝ Ford Australian 1/2˝ FORD, BIG BLOCK 390-428 cid FE series (hex) 390-428 cid FE series (12 pt nuts) 429-460 cid 429-460 cid with Ford Motorsports windage tray FORD, MODULAR 4.6L 2 valve 4.6L 4 valve 4.6L 4 valve with windage tray 4.6L supercharged Cobra w/ windage tray (2003-04) FORD, 4 AND 6-CYLINDER 1600cc Escort 2.0L Zetec 2.3L Duratec (2003 & later) 2000cc Pinto 2300cc Pinto 240-300 cid inline 6 4.5L SVO inline valve V6 HOLDEN 308 cid HONDA/ACURA 1.6L (B16A)(12 pt nuts) 1.8L (B18C1) Acura 1.8L (B18A1/B1) Acura 2.2L (H22A) & 2.3L (H23A) (12 pt nuts) MAZDA 1.6L (B6) & 1.8L (BP) DOHC Miata (12 pt nuts) 2.3L DOHC 16V (2003 & later) MITSUBISHI 2.0L (4G63) DOHC 2.6L (G54B) 3.0L (6G72) V6 (1993 & later) NISSAN/DATSUN L20 Series 4-cylinder L24, L26 & L28 Series 6-cylinder 2.0L (SR20DE/DET) 3.5L (VQ35) DOHC V6 OLDSMOBILE 2.4L Quad 4 350-403 cid 455 cid DRCE-iron block PONTIAC Super Duty 4 cylinder - cast block Super Duty 4 cylinder - mag block 3800 V6 supercharged (1999 & later) (hex) 3800 V6 supercharged (1999 & later) (12 pt nuts) 400-455 cid SATURN 1.9L DOHC (1991-99) 1.9L SOHC (1999-02) TOYOTA 1.6L (4AGE) & 2.0L (3SFE) DOHC 2.0L (3SGTE) DOHC 2.4L (22R) 3.0L (7MGTE) Supra (1986-92) w/ bolts for #3 cap 3.0L (2JZGE/GTE) Supra (1993-98) VAUXHALL/OPEL 2.0L 16 valve 2.5L V6 VOLKSWAGEN 1.6L & 2.0L Rabbit, Golf & Jetta 2.8L & 2.9L VR6

4-Bolt Main 154-5603 354-5604 354-5605 154-5607

154-5405 154-5406 155-5401 155-5421 155-5402 255-5502 156-5401 156-5402

155-5501 255-5702 256-5801 156-5802 256-5701

156-5403 151-5403 151-5404 151-5405 151-5401 151-5402 152-5401 253-5401 205-5401

205-5501

208-5402 208-5403 208-5404 208-5401 218-5401 218-5402 207-5401 207-5402 207-5801 202-5401 202-5406 202-5402 202-5801 281-5401 184-5401 185-5401 285-5801 291-5801 291-5802 193-5401 193-5402 194-5401

194-5601

165-5402 165-5401 203-5403 203-5404 203-5406 203-5402 203-5405 209-5401 209-5402 204-5402 204-5403

Red part numbers indicate new items

800-826-3045

Far superior to any other main bolt kit offered for use in competition engines, ARP main bolts are designed to meet the exacting standards and demands of professional engine builders. Forged from 8740 chrome moly, all bolts feature generous under-head radius and rolled threads for the utmost reliability. The threads are rolled after heattreating, which makes them about 1000% longer fatigue life than most main bolts, which are threaded prior to heat-treating. Available in the popular High Performance Series, which, at a nominal rating of 180,000 psi, is a premium replacement for OEM fasteners, or the 200,000 psi nominal rated Pro Series, application-specific main bolts with reduced wrenching head and are designed for use in competition applications. Parallel-ground, hardened washers are included with each kit. Application BUICK V6 Stage I, 4-bolt main V6 Stage II 455 cid, 2-bolt main CHEVROLET, SMALL BLOCK Large journal, 2-bolt main Large journal, 4-bolt main Large journal, 4-bolt main (12 pt) Large journal, 4-bolt w/ 1/2˝ straps on F&R caps Small journal, 2-bolt main CHEVROLET, BIG BLOCK 396-402-427-454 cid, 2-bolt main 396-402-427-454-502 cid, 4-bolt main CHEVROLET, 6-CYLINDER 90° V6, 4-bolt main 90° V6, 4-bolt main with 1/2˝ straps on F&R caps CHRYSLER 318-440 Wedge, 2-bolt main 426 Hemi, 2-bolt main with cross bolts FORD, SMALL BLOCK 289-302 cid, 2-bolt main 289-302 cid, 4-bolt main 351 Windsor, 2-bolt main 351 Windsor, 4-bolt main

High Perf. Part No.

Pro Series Part No.

123-5201 123-5202 125-5201 134-5001 134-5202 234-5201 234-5203 134-5002 135-5002 135-5201 233-5201 233-5203 140-5001 145-5201 154-5001 154-5201 154-5003 154-5203

Application FORD, SMALL BLOCK (continued) 351 Cleveland, 351-400M, 2-bolt main 351 Cleveland, 4-bolt main SVO 351 cid, 4-bolt main, 3/8˝ outer bolts SVO 351 cid, 4-bolt main, 7/16˝ outer bolts FORD, BIG BLOCK 390-428 cid FE Series 429-460 cid FORD, 6-CYLINDER 4.5L SVO inline valve V6 HOLDEN 308 cid MGB 2 cap main 5 cap main OLDSMOBILE 350-403 cid, 2-bolt main 350 cid diesel, 2-bolt main 455 cid, 2-bolt main SUBARU 2.0L, 2.2L & 2.5L SOHC/DOHC EJ Series Crankcase thru bolt kit TOYOTA 1.6L (4AGE) DOHC

High Perf. Part No.

Pro Series Part No.

THE MAINCOMPANY BOLTS

MAIN BOLTS

154-5004 154-5204 254-5202 254-5203 155-5201 155-5202 253-5201 205-5001 206-5001 206-5002 184-5001 184-5002 185-5001

260-5401

203-5001

MAIN & HEAD BOLT INSTALLATION Recommended for applications requiring the utmost in reliability and the convenience of bolts. ARP bolt kits yield optimum reliability. SPECIAL NOTE: Where the stretch method cannot be used, the bolts must be installed by torque and several factors should be taken into account. Please refer to the “Using a Torque Wrench” section on page 27.

3. Seal all threads extending into the water jacket with ARP thread sealer.

800-826-3045

1. Clean and chase all block threads to ensure maximum thread engagement and accurate torque readings.

2. Inspect all hardware prior to installation, then clean and lubricate with ARP moly assembly lubricant.

4. Install the main cap or head gasket and head, checking for improper fit or binding. Make sure all mating surfaces are fully seated. Install all bolts hand-tight.

5. Using an accurate torque wrench, cycle bolts three times to recommended values found in the general fastener torque chart located on page 24.

ROCKER THE ARM COMPANY STUDS

ROCKER ARM STUD KITS If you have ever installed a rocker stud into a cylinder head and watched it wobble as it screwed in – you knew from the beginning that the rocker geometry was going to be inconsistent all over the place. ARP rocker studs are concentric within .005 T.I.R. thread pitch to thread pitch. They run-in straight and true. Lengths are exact – designed to provide positive seating every time. An extra-large radius base offers greater resistance to flex. Available in both High Performance and Pro Series models. NOTE: Not to be used with OEM-style, self-locking nuts. To be used with ARP’s patented Perma-Loc™ adjusters (see next page). HIGH PERFORMANCE SERIES Made of 8740 chrome moly forgings and heat-treated to 180,000 psi. Excellent for E.T. Bracket Racing, limited rule oval track competition and street use. Tip ground flush for optimum adjuster seating. PRO SERIES Designed for competition applications, ARP’s Pro Series rocker arm studs are made of premium grade 8740 chrome moly steel and heat-treated to a tensile strength of 200,000 psi. Application 3/8˝ typical small block application ➋ 3/8˝ with roller rockers ➏ 7/16˝ typical small block application Aluminum heads, intake studs only, 8 pieces ➊ Dart aluminum, 16 pieces ➊ Aluminum heads, exhaust studs only, 8 pcs. ➊ Mark V With roller rockers and stud girdle ➊ With roller rockers and stud girdle ➊ With roller rockers and stud girdle ➊ With roller rockers and stud girdle With roller rockers and stud girdle ➌ 7/16˝ typical small block application ➍ 7/16˝ typical big block application ➊ With roller rockers and stud girdle Chevrolet big block (aluminum heads) With roller rockers and girdles Typical Ford small block ➎ Dart aluminum heads, 16 pieces Aluminum heads, exhaust studs only, 8 pieces Aluminum heads, intake, 8 pieces 7/16˝ with 1/2˝ coarse, Pontiac (1964 & later) SVO 351 cid, with roller rockers and girdle SVO 351 cid, with roller rockers and girdle SVO 351 cid, with roller rockers and girdle SVO 351 cid, with roller rockers and girdle ➊ Chevrolet late model Vortec GM 4.3L Vortec V6 Chevrolet big block 496 cid (8100 series)

➊ ➋ ➌ ➍ ➎ ➏

NOTE: To verify the application and part number, please review the various dimensions: B) overall stud height, C) screw-in thread depth, D) adjuster thread depth, E) shank diameter and thread, F) base diameter and thread.

High Perf.

High Perf. (2 PC-Pack)

1.750 1.895 1.770 2.000 2.000 2.000 1.900 2.100 2.000 2.100 1.900 1.900 1.900 1.750 1.900 2.350 1.900 1.900 2.000 2.000 2.000 2.000 2.700 2.800 3.000 3.000 1.750 1.595 1.750

.700 .710 .700 .820 1.3, .820 1.650 .750 .750 .750 .850 .860 .660 .750 .800 .850 .850 .750 .750 1.3, .820 1.650 .820 1.025 .850 .800 .660 .950 .600 .800 .750

.800 1.000 .670 .700 .700 .700 .750 .800 .800 .800 .830 .830 .850 .850 .850 .850 1.000 1.000 1.000 1.000 1.000 1.050 1.300 1.500 1.930 1.750 .850 .580 .600

3/8-24 3/8-24 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 7/16-20 3/8-24 3/8-24 7/16-20

7/16-14 7/16-14 7/16-14 7/16-14 7/16-14 7/16-14 3/8-16 7/16-14 7/16-14 7/16-14 7/16-14 7/16-14 7/16-14 7/16-14 7/16-14 7/16-14 7/16-14 7/16-14 7/16-14 7/16-14 7/16-14 1/2-13 7/16-14 7/16-14 7/16-14 7/16-14 M8 x 1.25 M10 x 1.50 M10 x 1.50

134-7101 134-7104 134-7103

134-7121 134-7124 134-7123

135-7102

135-7122

These parts have a shank portion under hex to locate guide plate. Fits most stock SBChevy with 3/8 screw-in studs Fits most stock SBChevy with 7/16 screw-in studs Fits most stock BBChevy with 7/16 screw-in studs Fits most SBFord with 7/16 screw-in studs Fits most SBFord with 3/8 screw-in studs

135-7101

135-7121

135-7202 100-7101 100-7101

135-7222 100-7121 100-7121

134-7201 100-7201 135-7201

134-7221 100-7221 135-7221

Pro Series 234-7201 234-7202 235-7204 235-7205 235-7203 334-7203 334-7204 334-7202 234-7205 334-7201 200-7202 235-7201 234-7206 200-7201 200-7201 235-7202 235-7206 235-7207 290-7201 354-7204 354-7203 354-7202 254-7201

IMPORTANT TECH NOTE It is highly advisable to determine what the optimum rocker arm stud length is for your particular application. This is especially true when “long” pushrods and valves are employed – you should raise the “installed height” of the rocker arm to compensate for the longer-than-stock components.

800-826-3045

• Exclusive 12-point head • Patented design • Heat-treated premium grade A 8740 chrome moly steel • 190,000 psi tensile strength • Precision machined threads • Locking set screw ground flush with rocker arm stud

THE COMPANY ROCKER ARM ADJUSTERS

ARP HAS THE MISSING LINK IN VALVE TRAIN RELIABILITY …A ROCKER ARM ADJUSTER THAT WON’T LOOSEN!

• Doesn’t require special tools

PERMA-LOC

™

PERMA-LOC™ SPECIAL FEATURES: 12-point head with special shouldered “stop” to hold wrench. Eliminates need for special adjusting tools.

CUT-AWAY VIEW

Threads are precision CNC-machined exactly perpendicular to the bottom of adjuster to ensure an optimum seat and even pressure.

Forged in-house from 8740 alloy chrome moly steel and heattreated throughout (not simply case hardened, as others are). Bottom flush-ground perpendicular to threads.

Set screw has flushmachined tip for optimum contact and seating on stud.

Patent #5,323,741

Threads machined for maximum engagement.

One of the more aggravating things found in many high performance engines is constantly having to re-adjust rocker arms. Until ARP introduced the patented Perma-Loc adjuster, there wasn’t a “poly lock” on the market that you didn’t have to continually tighten. There are several important reasons why ARP’s exclusive Perma-Loc rocker arm adjusters won’t loosen like others. First, the adjuster body is heat-treated all the way through (not just case hardened). This eliminates the thread “movement” common to others. Secondly, the threads are machined exactly perpendicular to the bottom of the adjuster, so it seats evenly and applies pressure on a full 360˚ circle. Lastly, the set screw is machined flush on the bottom (not pointed) so it will have optimum contact on the rocker arm stud. You’ll find ARP Perma-Loc’s easy to use, too. The compact 12-point head is designed to hold your wrench in position while you lock the set screw with an Allen wrench. All in all, they’re the best you can buy!

Application

Because there are many different style rocker arms made by each manufacturer, we suggest that you verify the physical dimensions and thread requirements prior to ordering. If you have any questions, call ARP’s tech staff toll-free for details.

Length (A)

Thread Size

Body Dia (D)

16pc-Pack

Stamped steel rocker

1.200

3/8-24

.620

300-8241

Stamped steel rocker

1.200

7/16-20

.640

300-8242

Aluminum rocker

1.200

3/8-24

.550

300-8243

Aluminum rocker

1.200

3/8-24

.600

300-8244

Aluminum rocker

1.200

7/16-20

.550

300-8245

Aluminum rocker

1.200

7/16-20

.600

300-8246

Length (A)

Thread Size

Body Length (B)

Shank Size (C)

Body Dia (D)

16pc Pack

Stud girdle

2.050

7/16-20

1.200

.600

.750

300-8247

Stud girdle

2.615

7/16-20

1.485

.600

.750

300-8248

2.050/2.615

7/16-20

1.200/1.485

.600

.750

300-8249

Application

Big block with girdle

800-826-3045

VALVE COVER BOLTS THE COMPANY & STUDS

VALVE COVER BOLTS & STUDS To ensure proper sealing of valve covers, ARP manufactures a variety of special application-specific bolt and stud kits. Many professional engine builders prefer to use studs because of their ability to properly position the gasket and guide the cover into position. ARP offers studs and bolts in a choice of chrome moly steel with a black oxide finish or stainless steel. You have a choice between conventional hex head bolts and nuts or compact, easy access 12-point designs. The nuts feature a wide base for better load distribution and sealing, while the compact head is easily accessed. Stud kits come complete with nuts and washers, while bolt kits are shipped with the required flat washers. STUD OAL

Application NOTE: Studs come with flanged lock nut. Bolts come with washers.

Qty.

Size

BOLT UHL

1/4-20

2.450

Bolt kit Bolt kit Chevrolet SB2 w/ nyloc nuts Stud kit Stud kit Stud kit Stud kit Stud kit, Dart, Brodix, B&B Stud kit, Dart, Brodix, B&B Stud kit, Dart, Brodix, B&B

8 14 16 8 12 14 16 8 14 16

1/4-20 1/4-20 1/4-20 1/4-20 1/4-20 1/4-20 1/4-20 1/4-20 1/4-20 1/4-20

Stud kit, BB Chevy

1/4-20

4 4 4 7 7 7

1/4-20 1/4-20 1/4-20 1/4-20 1/4-20 1/4-20

.812 .812 1.800 1.500 1.500 1.500 1.500 3.500 3.500 3.500 1.500/ 4.500 4.000 4.250 4.500 4.000 4.250 4.500

8 8 14 8 14

1/4-20 1/4-20 1/4-20 1/4-20 1/4-20

3.250 .515 .515 1.170 1.170

Choice of studs or bolts in polished stainless steel or black oxide finish

STUD KITS Black Oxide Hex

12-Point

BOLT KITS

Stainless 300 Hex

Black Oxide

12-Point

Stainless 300

Hex

12-Point

Hex

12-Point

100-7507 100-7504

100-7503 100-7508

400-7507 400-7508

400-7503 400-7504

100-7511 100-7512 100-7513 100-7517 100-7518 100-7519

100-7514 100-7515 100-7516 100-7520 100-7521 100-7522

400-7511 400-7512 400-7513 400-7523 400-7524 400-7525

400-7514 400-7515 400-7516 400-7526 400-7527 400-7528

100-7509 100-7505 100-7506

100-7510 100-7501 100-7502

400-7509 400-7505 400-7506

400-7510 400-7501 400-7502

CHRYSLER KB Hemi CAST ALUMINUM COVERS

Bolt kit, Brodix hd., SB Bolt kit, Brodix hd., SB Bolt kit, Brodix hd., SB Bolt kit, Brodix hd., BB Bolt kit, Brodix hd., BB Bolt kit, Brodix hd., BB STAMPED STEEL COVERS 350 Chevy, cntr bltâ&#x20AC;&#x2122;d vlv cvr Bolt kit Bolt kit Stud kit Stud kit

Special bullet nose accurately guides nuts into position

Johnson Hot Rods

245-7601

200-7603 200-7610 200-7604 200-7605 200-7606 200-7607 200-7608

200-7613 200-7620 200-7614 200-7615 200-7616 200-7617 200-7618

434-7609 400-7603 400-7606 400-7604 400-7605

400-7613 400-7616 400-7614 400-7615

200-7619

200-7601 200-7602

200-7611 200-7612

400-7601 400-7602

400-7611 400-7612

Troy Trepanier uses ARP for all his custom-built rides

800-826-3045

ARP manufactures a variety of premium grade bolt and stud kits to facilitate installation of exhaust headers including the popular stainless stud kit with 12-point nuts. The Stainless 300 material is not affected by corrosion or extreme heat, making it ideal for the application. What’s more, the compact 12-point nut lets you easily slip a socket close to the pipe. Each ARP accessory stud or bolt kit includes the specific number of parts for your application, plus premium-quality washers and hex or 12-point nuts, as required. Studs are manufactured with a unique nut-starter nose that helps prevent cross-threading. Studs and bolts come either black oxide chrome moly or Stainless 300. Both are nominally rated at 170,000 psi tensile strength; substantially stronger than Grade 8 hardware. Specially drilled “NASCAR” models are available for those who wish to safety wire their header bolts to prevent loosening.

Special “NASCAR” model header bolts are available that are drilled for use of safety wire. Perfect for any racer who desires the ultimate in security. Available for small block and big block Chevrolet engines, plus many “universal” applications.

Drilled for safety wire

8mm stainless studs listed on page 75.

STUD OAL

Application NOTE: Studs come with flanged lock nut. Bolts come with washers. BUICK 3.8L V6 350-455 cid 350-455 cid CHEVROLET, SMALL BLOCK 3/8˝ dia. bolt, 3/8˝ wrench 3/8˝ dia. bolt, drilled, 3/8˝ wrench 3/8˝ dia. stud 3/8˝ dia. stud Gen III/LS Series small block 3/8˝ dia. bolt, 3/8˝ wrench CHEVROLET, BIG BLOCK 3/8˝ dia. bolt, 3/8˝ wrench 3/8˝ dia. bolt, drilled, 3/8˝ wrench 3/8˝ dia. stud 3/8˝ dia. bolt, 3/8˝ wrench CHRYSLER 5/16˝ dia. bolt KB Hemi, stud w/prov for blower brackets, Mopar 340-360 cid Neon, Spt, PT Cruiser 2.4 turbo Neon, SOHC & DOHC FORD 3/8˝ bolt 3/8˝ stud OLDSMOBILE 330-455 cid 330-455 cid UNIVERSAL Bolt kit, 5/16˝ wrench Bolt kit, 5/16˝ wrench Bolt kit, 5/16˝ wrench Bolt kit, 5/16˝ wrench Bolt kit, drilled, uses 3/8˝ socket Bolt kit, drilled, uses 3/8˝ socket Stud kit Stud kit, broached w/ 12-pt, locking nut, 3/8˝

NOTE:

Qty.

Size

BOLT UHL

12 14 14

3/8 3/8 3/8

1.670 1.670 .750

12 12 14 12 12 12

3/8 3/8 3/8 3/8 M8 3/8

.750 .750 1.670 1.670 1.750 1.000

16 16 16

3/8 3/8 3/8

.750 .875 1.670

3/8

5/16

STUD KITS Black Oxide

BOLT KITS

Stainless 300

Hex

12-Point

Hex

12-Point

120-1412 120-1411

120-1402 120-1401

420-1412 420-1411

420-1402 420-1401

Black Oxide

Stainless 300

Hex

12-Point

Hex

12-Point

120-1101

120-1201

420-1101

420-1201

100-1101 100-1103

100-1201 100-1203

400-1101 400-1103

400-1201 400-1203

100-1111

100-1211

400-1111

400-1211

100-1102

100-1202

400-1102 400-1104

400-1202 400-1204

1.000

100-1112

100-1212

400-1112

400-1212

144-1102

144-1202

444-1102

444-1202

100-1102

100-1202

400-1102

400-1202

180-1101

180-1201

480-1101

480-1201

100-1107 100-1108 100-1109 100-1110

100-1207 100-1208 100-1209 100-1210

400-1107 400-1108 400-1109 400-1110 400-1105 400-1106

400-1207 400-1208 400-1209 400-1210 400-1205 400-1206

100-1412

100-1413

100-1402

100-1403

400-1412

400-1413

400-1400 400-1402 434-1301

400-1403

3/8

10 8

M8 M8

.750 1.670/ 2.000 2.000 2.000

16 16

3/8 3/8

.750 1.670

100-1414

100-1404

400-1414

400-1404

14 14

3/8 3/8

.750 1.670

180-1411

180-1401

480-1411

480-1401

12 16 12 16 16 12 16

3/8 3/8 3/8 3/8 3/8 3/8 3/8-5/16

.750 .750 1.000 1.000 .750 .875 1.500

100-1401

100-1411

3/8

1.125

100-1405

100-1415

245-1311

245-1301

445-1311

THE COMPANY HEADER BOLTS & STUDS

HEADER BOLTS & STUDS

445-1301 441-1302 441-1301

800-826-3045

OIL PAN BOLTS THE COMPANY & STUDS

OIL PAN BOLT & STUD KITS

TECH TIP Always use some type of lubricant, such as ARP Moly Lube, when assembling fasteners. Assembling without lubricant can lead to galling or seizing, resulting in costly, time consuming repairs.

The engineers at ARP spent quite a bit of time developing these highly effective, unique oil pan studs. They’re designed to make it as easy as possible to install a pan and seal it properly. You’ll note that the studs have a radiused bullet nose that serves to locate the pan rails, then allow the nuts to be easily installed without the worry of cross-threading. For those who prefer bolts, ARP’s got you covered, too. Both are available in black oxide finished chrome moly steel or rust-proof stainless steel. Also, you may choose between conventional hex style or the space-saving 12-point nuts. The stud kits come complete with a special locking flanged nut, while the bolt kits come with washers.

STUD KITS

Application NOTE: Studs come with flanged lock nut. Bolts come with washers.

Black Oxide

BOLT KITS

Stainless 300

Hex

12-Point

Hex

265-400 cid

234-1901

234-1902

434-1901

350 cid with girdle, 5/16˝ diameter

334-1902

Black Oxide

12-Point

Stainless 300

Hex

12-Point

Hex

12-Point

234-1802

234-1801

434-1802

434-1801

134-6901

134-6902

434-6901

434-6902

CHEVROLET, SMALL BLOCK

Gen III/LS Series small block CHEVROLET, BIG BLOCK 396-454 cid

235-1901

235-1902

435-1901

435-1902

235-1802

235-1801

435-1802

435-1801

200-1901

200-1902

400-1901

400-1902

200-1802

200-1801

400-1802

400-1801

KB Hemi, 1.300˝ U.H.L

245-1901

245-1903

KB Hemi, 1.700˝ U.H.L

245-1902

245-1904

445-1902

445-1904

289-302-351C & 351W (early model)

254-1901

254-1902

454-1901

454-1903

254-1802

254-1801

454-1802

454-1801

302-351W (late model with side rails)

254-1903

254-1904

454-1902

454-1904

254-1804

254-1803

454-1804

454-1803

255-1802

255-1801

455-1802

455-1801

200-1802

200-1801

400-1802

400-1801

CHEVROLET, 6-CYLINDER 90° V6

333-1901

CHRYSLER, SMALL BLOCK 318-340-360 Wedge & 318-360 Magnum CHRYSLER, BIG BLOCK

FORD, SMALL BLOCK

FORD, BIG BLOCK 390-428 cid FE Series PONTIAC 350-455 cid

200-1901

200-1902

400-1901

400-1902

OIL PUMP BOLTS & STUDS You’ve probably heard many a horror story about someone losing an engine when the oil pump fell off into the pan because of a broken bolt. Well, you can put your mind at ease when using ARP’s premium grade oil pump bolt and stud kits. You have a choice of black oxide finished 8740 chrome moly steel or low maintenance stainless steel. Both are nominally rated at 170,000 psi tensile strength to provide you with plenty of clamping force. Moreover, take your pick between conventional hex style or 12-point designs. This is “insurance” that no conscientious engine builder should be without! The studs come with flat washers and nuts, while the Ford bolt kit has flat washers only. These inexpensive fasteners can literally save your engine. Application

Hex

Black Oxide 12-Point

Stainless 300 Hex 12-Point

CHEVROLET Small block, stud kit

230-7001

230-7002

Small & big block, 3.125˝, high volume, stud kit

230-7003

230-7004

3/8˝ & 5/16˝ 4 piece bolt kit

150-6902

150-6901

Oil pump to pickup, stud kit

154-7005

FORD 450-6902

450-6901

800-826-3045

ARP’s timing cover bolts are available in both polished stainless steel or black oxide finish chrome moly. You also can choose between standard hex head bolts or compact 12-point fasteners. Also available as part of ARP’s complete Engine & Accessory kits. Please go to page 61 for listings of available Engine & Accessory kits.

Studs are preferred by many Pro engine builders because they eliminate the chance of pinching gaskets and contribute to easier engine assembly. You will note that ARP studs feature a special “bullet nose” to guide the nut accurately into place. Available in black oxide finish 8740 chrome moly or polished stainless steel with hex or 12-point nuts.

Alternators that come loose are a pain, so that’s why ARP came up with these super tough bolts (your choice of chrome moly steel or polished stainless (ARP 300 - both rated 170,000 psi). The stainless has the added advantage of being rust and corrosion resistant. It’s the fastener of choice!

STUD KITS

Application NOTE: Studs come with flanged lock nut. Bolts come with washers.

Black Oxide Hex

BOLT KITS

Stainless 300

12-Point

Hex

THE COMPANY ENGINE BLOCK

FRONT COVER, WATER PUMP & ALTERNATOR KITS

12-Point

Black Oxide

Stainless 300

Hex

12-Point

Hex

12-Point

430-3303

430-3304

130-3302

130-3301

430-3302

430-3301

200-1502

200-1501

400-1502

400-1501

CHEVROLET 90° V6, timing cover

333-1401

3/8˝ alternator pivot bolt All V8, alternator bracket bolts All V8, timing cover

200-1401

All V8 with Jesel belt drive or gear drive

334-1401

200-1411

400-1401

All V8, water pump long

130-3202

130-3201

430-3202

430-3201

Gen III/LS Series small block, timing cover

134-1501

134-1502

434-1501

434-1502

Gen III/LS Series small block, water pump with thermostat housing bolts

134-3201

134-3202

434-3201

434-3202

Gen III/LS Series small block, rear motor cover

134-1503

134-1504

434-1503

434-1504

289-302, aluminum timing cover & water pump

154-1504

154-1503

454-1504

454-1503

289-302, cast-iron timing cover & water pump

154-1502

154-1501

454-1502

454-1501

150-3302

150-3301

450-3302

450-3301

CHRYSLER KB Hemi, timing cover

245-1511

245-1501

445-1511

445-1501

FORD

351 SVO, timing cover

354-1401

351W, alternator bracket bolts PONTIAC All V8, alternator bracket bolts

190-3302

190-3301

490-3302

490-3301

All V8, timing cover and water pump

190-1502

190-1501

490-1502

490-1501

FUEL PUMP BOLT KITS Black Oxide Hex 12-Point

Application

Stainless 300 Hex 12-Point

CHEVROLET

130-1602

130-1601

430-1602

430-1601

PONTIAC

190-1602

190-1601

490-1602

490-1601

Make sure that mechanical fuel pumps stay properly aligned by using ARP’s durable black oxide finished chrome moly or rust-proof stainless bolts (both materials are rated at 170,000 psi and considerably stronger than Grade 8 hardware). Your choice of either conventional hex heads or 12-point head. Washers are included.

MOTOR MOUNT BOLT KITS Application

Black Oxide Hex 12-Point 130-3101

Stainless 300 Hex 12-Point

Chevy, mount to block

130-3102

Chevy, mount to frame

130-3105

430-3102

430-3101

Chevy, LS1 & LS2

134-3102

134-3101

434-3102

434-3101

Ford Windsor

150-3102

150-3101

450-3102

450-3101

Pontiac

190-3102

190-3101

490-3102

490-3101

430-3105

Secure any engine with complete confidence with ARP’s rugged motor mount bolts. You can choose between black oxide finished 8740 chrome moly or corrosion-resistant stainless steel; choice of hex or 12-bolt head. Kits come complete with flat washers.

800-826-3045

ENGINE BLOCK THE COMPANY GROUP

BELLHOUSING STUD KITS Here’s just what you need to secure a bellhousing in place. The studs are designed with a bullet nose to guide the bellhousing into position and accept nuts without the fear of cross-threading. Choice of rugged 8740 heat-treated alloy or rust-proof stainless steel. Complete with nuts and flat washers.

Dia.

Length

Pro Series

Stainless

3/8 7/16

2.000 2.140

245-0901 245-0202

445-0901

7/16

2.400

245-0201

STARTER BOLT KITS Installing starter motors in the cramped confines of a race car is simplified by use of ARP’s special bolts, which feature small diameter heads to make accessibility more convenient. They are stronger than OEM and industrial grades, and especially suited for use on cars that use rear motor plates. These starter bolts are made from ARP 300, a 100% maintenance free stainless steel material that is stronger than Grade 8 hardware and tough enough to easily withstand the strain of a 10 to 15 pound starter cantilevered off the back of an engine. Bolts have standard shank knurling. Rated at 170,000 psi. Includes washers, as required.

SEAL PLATE & ACCESSORY CAM DRIVE SPECIFICATIONS • Drive: forged ARP2000, 220,000 psi alloy chrome moly steel with corrosion-resistant oxide finish. • Concentricity: .001 T.I.R., between shaft and hex, 1˝ and 1.5˝ length • Threads: form rolled 9/16˝ x .625˝ on cam end, 3/8˝ hex on drive • Seal Plate: CNCmachined 7075-T4 aluminum with Viton seal

Application Chevy, Chrysler KB Hemi Top fuel motor plate, std. Top fuel motor plate, w/ 1/4˝ spacer

Johnny Saathoff - Many-time IMCA Modified Champion

Application

UHL

Part No.

CHEVROLET All standard, 12 pt

3.700

430-3501

All standard, hex

3.700

430-3502

All with high torque starter, 12 pt

3.700

430-3503

All with high torque starter, hex

3.700

430-3504

All with long and short, hex

1.880 & 4.450

430-3505

All with long and short, 10mm, hex

1.775 & 4.470

430-3506

4.450

430-3507

2-bolt, 12 pt

1.500

450-3501

3-bolt, 12 pt

1.500

450-3502

All, 2 ea. long, 3/8˝ bolt, hex FORD

If the survivability of your camshaft drive, through an entire race without stripping or breaking, has been a matter of concern – ARP’s new cam drive should put your mind to rest. We built this setup to be “bulletproof.” Totally reliable. A through-hardened, not just case hardened, chrome moly shaft, premium grade Viton seal, plus anodized aluminum plate are manufactured inhouse to insure that every part is guaranteed ARP quality. Application All 9/16-18 x .625

1.0˝

1.5˝

934-0005

934-0006

The perfect compliment to our “bulletproof ” cam drives are these precision seal plates. They’re made of CNC-machined 7075-T4 alloy aluminum and anodized to resist corrosion. Available in 2.100˝ and 2.380˝ diameters to fit most any OEM or aftermarket block. Application

Diameter

Part No.

Small Block GM, 2.100 O.D. block

2.100

934-0007

Dart, aluminum block

2.380

934-0008

“Grave Digger”

800-826-3045

Prevent intake manifold leaks with ARP’s quality fasteners. They’re rated at 170,000 psi and precision machined for optimum thread engagement. Wide underhead flange and companion washers provide even load distribution. Precision rolled threads prevent galling while promoting more consistent torque loading. Facilitates optimum sealing of gasket surfaces. Available in choice of black oxide finish chrome moly or corrosion resistant stainless steel, as well as hex or 12-point heads. Washers included.

Application AMC 290-343-390 cid, uses 3/8˝ socket BUICK 3.8L V6 215 cid, uses 3/8˝ socket CHEVROLET 90° V6, 1.000˝ drilled SB 2, drilled SB 2, tall deck, drilled Small block, 1.000˝, drilled Small block, 1.250˝, drilled 265-400 cid, factory OEM 305-350 Vortec, fits most aftermarket alum. intakes 305-350 Tuned Port LS1, LS4, LS6, 4.8L-RL4, 5.3L-LM7, 6.0L-LQ4 Gen III/LS Series small block, valley cover bolts 396-454 cid, 1.250˝ U.H.L. 502 cid, 1.500˝ U.H.L. CHRYSLER 318-440 Wedge, uses 3/8˝ socket FORD 260-289-302, 351W, uses 3/8˝ socket 289-302, 351W intake stud kit 351C, 351-400M 351W, uses 3/8 wrenching 351 SVO, Jack Roush design, drilled 390-428 cid FE Series 429-460 cid PONTIAC 350-455 cid, uses 3/8˝ socket

Hex

Black Oxide 12-Point

Stud

114-2001 123-2001 124-2001

124-2101

Hex

Stainless 300 12-Point

414-2001

414-2101

423-2001 424-2001

424-2101

NASCAR

THE COMPANY INTAKE SYSTEM

Special “NASCAR” model bolts have drilled heads (one per set) to facilitate tech official’s sealing. These 12-point bolts have a generous flange head for superior load distribution.

INTAKE MANIFOLD BOLT & STUD KITS

333-2101 334-2104 334-2105 334-2102 334-2103 134-2001 134-2002 134-2004

134-2101 134-2103 134-2104

134-8001 135-2001 135-2002

134-8002 135-2101

144-2001

144-2101

154-2001

154-2101

434-2001 434-2002 434-2004 430-2001 434-8001 435-2001 435-2002

434-2101 434-2102 434-2104 430-2101 434-8002 435-2101 435-2102

444-2001

444-2101

454-2001

454-2101

354-2103 154-2004 154-2002

154-2104 154-2102

454-2004 454-2003

454-2104 454-2103

155-2002 155-2005

155-2102 155-2105

455-2002 455-2001

455-2102 455-2101

194-2001

194-2101

494-2001

494-2101

354-2102

CARB STUD KITS

The best way to make sure that carburetors stay perfectly sealed to the intake manifold is through the use of ARP’s carb studs, which feature J-form threads to resist loosening from vibration. They’re offered in a variety of heights to accommodate most any combination of carb and spacer, and are available in 8740 chrome moly with a black oxide finish or rust-proof stainless steel. Special ARP Pro Series NASCAR type stud kits have one of the studs drilled to facilitate sealing the carburetor in the engine by race officials. All carb stud kits come with hex nuts and washers. Application Standard 1/2˝ spacer 1˝ spacer 2˝ spacer 3˝ spacer 1-1 /4” Moroso spacer 2˝ Moroso spacer Dominator with 1/2˝ or 1˝ spacer Dominator carb stud, no spacer Dominator carb stud, with spacer HP Dominator carb stud, no spacer HP Dominator carb stud with 1/2˝ spacer HP Dominator carb stud with 1˝ spacer Standard (drilled for NASCAR wire seal) 2˝ spacer (drilled for NASCAR wire seal) 1˝ spacer (drilled for NASCAR wire seal) 1/2˝ spacer (drilled for NASCAR wire seal) 1˝ Moroso spacer (drilled for NASCAR wire seal) 1-1/4˝ Moroso spacer (drilled for NASCAR wire seal) 2˝ Moroso spacer (drilled for NASCAR wire seal) Quadrajet (all), with 1/4˝ base gasket (2 stud, 2 bolt)

Qty.

Size

O.A.L.

Black Oxide

Stainless 300

4 4 4 4 4 4 8 4 4 4 4 4 4 4 8 4 4 4 4 8 4

5/16 5/16 5/16 5/16 5/16 5/16 5/16 5/16 5/16 5/16 5/16 5/16 5/16 5/16 5/16 5/16 5/16 5/16 5/16 5/16 5/16

1.700 2.225 2.700 3.700 4.700 3.200 1.250 & 1.700 3.200 2.225 4.400 2.225 2.700 3.200 1.700 1.700 & 2.225 2.700 2.225 2.700 3.200 1.250 & 1.700 1.700 & 4.400

200-2401 200-2403 200-2402 200-2404 200-2405 200-2408 200-2409 200-2412 200-2414 200-2415 200-2416 200-2417 200-2418

400-2401 400-2403 400-2402

Pro Series

300-2404 400-2408 400-2412 400-2414

300-2401 300-2406 300-2403 300-2402 300-2407 300-2408 300-2409 200-2413

400-2413

800-826-3045

INTAKE THE COMPANY SYSTEM AIR CLEANER STUD KITS Keep your air cleaner firmly in position with an ARP stud kit. Includes your choice of a black oxide finished chrome moly or stainless steel stud with an appropriate nut. Vastly superior to the cheap fasteners that sometimes get used. Application

Black Oxide

Stainless 300

5/16 x 2.225˝ OAL

200-0301

400-0301

5/16 x 2.700˝ OAL

200-0302

400-0302

5/16 x 3.200˝ OAL

200-0303

400-0303

1/4 x 2.225˝ OAL

200-0304

400-0304

1/4 x 2.443˝ OAL

200-0307

400-0307

1/4 x 2.700˝ OAL

200-0305

400-0305

1/4 x 3.200˝ OAL

200-0306

400-0306

THERMOSTAT HOUSING BOLTS Nobody likes water leaks. And here’s ARP’s contribution to the solution. These premium grade bolts are engineered to properly engage the manifold threads and resist loosening. They’re application- specific, and come in your choice of black oxide finished chrome moly or rust-proof stainless steel, with handy 12-point or standard hex heads. Washers included. Application

Black Oxide Hex 12-Point

UHL

Stainless 300 Hex 12-Point

1.00/2.00

130-7402

130-7401

430-7402

430-7401

CHEVY LS1 & LS2

20mm

134-7402

134-7401

434-7402

434-7401

FORD FE

2.250

155-7402

155-7401

455-7402

455-7401

FORD 351W

0.875

150-7402

150-7401

450-7402

450-7401

PONTIAC

1.000

190-7402

190-7401

490-7402

490-7401

CHEVY (3 PC)

COIL BRACKET Add a touch of class to your coil bracket installation with an ARP bolt kit. BOLTS Available in black oxide finished chrome moly or rust-proof stainless steel, as well as with a conventional hex head or 12-point (great for tight, hard-to-reach coils). Washers included. Application

Hex

Black Oxide 12-Point

Stainless 300 Hex 12-Point

CHEVY

130-2302

130-2301

430-2302

430-2301

CHEVY LS1 & LS2

134-2302

134-2301

434-2302

434-2301

FORD WINDSOR

150-2302

150-2301

450-2302

450-2301

800-826-3045

The smart way to attach a Holley float bowl is with ARP’s special new bolts. They’re made from 304 stainless steel and are virtually impervious to corrosion. A polished finish makes them an enhancement to any carb. They are 5/16˝ wrenching and nominally rated at 170,000 psi. Available for both single and dual metering block applications. Pieces

Part No.

2-barrel, hex

Application

400-0312

Dual metering blocks, hex

400-0310

Single metering blocks, hex

400-0311

THE COMPANY INTAKE SYSTEM

CARBURETOR FLOAT BOWL KITS

BREAK-AWAY BLOWER STUDS Engineered to minimize damage to either manifold or blower housing during unexpected blower explosions – these break-away blower studs are designed to allow separation of manifold and blower. Use of these special studs could save you thousands of dollars! Manufactured from premium-quality aluminum and heat-treated to provide the optimum balance between keeping the supercharger in place and breaking under a predetermined amount of force. Kit comes complete with anodized studs, 12point, quality steel nuts and heavy-duty parallel-ground and hardened steel washers. Application

Diameter

OAL

Part No.

Blower stud kit (blue)

7/16

2.880

100-0601

SSI blower stud kit (red)

7/16

2.500

100-0602

DISTRIBUTOR STUD KITS One of the most critical – yet often overlooked – fasteners used in any engine locks the timing in place. ARP offers these premium grade studs, which are equipped with vibration-resistant J-form threads, in black oxide finished chrome moly or rust-proof stainless steel. A special bullet nose helps guide nut into place without crossthreading. Choice of conventional hex or space-saving 12-point nuts. Washers included.

Application

Soncy Road Speed and Custom

800-826-3045

Black Oxide Hex 12-Point

Stainless 300 Hex 12-Point

CHEVY

130-1702

130-1701

430-1702

430-1701

FORD

150-1702

150-1701

450-1702

450-1701

PONTIAC

190-1702

190-1701

490-1702

490-1701

Frank Manzo - driver of the Lucas Oil Alcohol Funny Car

ENGINE THE COMPONENTS COMPANY

HARMONIC BALANCER BOLT KITS Application

Socket Size

Diameter/ Thread Size

UHL

Part No.

13/16

3/4-16

1.300

120-2501

BUICK All V6 & V8 CHEVROLET Small block

5/8

7/16-20

2.470

134-2501

Small block

13/16

7/16-20

2.470

234-2501

Small block

1-1/16

7/16-20

2.470

234-2502

Gen III/LS Series small block (except LS7)

1-1/16

M16 x 2.0

4.325

234-2503

CHEVROLET Big block

5/8

1/2-20

1.550

135-2501

Big block

13/16

1/2-20

1.550

235-2501

Big block

1-1/16

1/2-20

1.550

235-2502

1-1/16

3/4-16

1.420

245-2501

1.8L & 2.0L Duratec

19mm

M14 x 1.50

1.735

251-2501

4.6L Modular V8

18mm

M12 x 1.50

1.800

156-2501

289-460 cid (except 351C)

5/8

5/8-18

2.050

150-2501

351C

5/8

5/8-18

1.800

154-2501

19mm

M14 x 1.25

1.350

208-2501

CHRYSLER 318-440 Wedge & 426 Hemi with thin damper FORD

HONDA B Series (B16/18) MITSUBISHI 2.0L (4G63) DOHC

19mm

M14 x 1.50

1.525

207-2501

13/16

3/4-16

1.300

180-2501

5/8

5/8-18

1.580

190-2501

OLDSMOBILE V8 PONTIAC 350-455 cid

As the crankshaft flexes and twists, the balancer absorbs incredible amounts of kinetic energy. To ensure that the balancer is locked in position, ARP has developed these ultra strong 200,000 psi bolts that let you exert maximum clamping force. Special features include 1/4˝ thick, wide area washer and an extra tall 12-point head that accepts a deep socket and eliminates the worry of stripping the head.

SQUARE DRIVE BALANCER BOLTS Application

ARP offers a special version of its rugged 200,000 psi rated balancer bolt that can accept a standard 1/2˝ drive ratchet or breaker bar to facilitate rotating the crank assembly.

Part No. 120-2502

BUICK CHEVY Small Block

134-2503

Big Block

135-2503

CHRYSLER

145-2503

FORD

• 1/2˝ square drive forged into bolt head, enabling the rotation of an engine with any 1/2˝ drive tool • Made from heat-treated 8740 chrome moly steel with heavyduty black oxide finish

289-460 cid (except 351C )

150-2503

351C

154-2502

OLDSMOBILE

180-2502

PONTIAC

190-2502

FUEL PUMP PUSHROD KIT

Stock fuel pump pushrods leave a lot to be desired. In fact, they’ve been known to break at the most inopportune time. To provide you with required reliability and improved performance, ARP has developed these sophisticated and durable pushrods. They’re made from premium grade aerospace chrome moly and centerless ground to precise diameter. A hollow core serves to reduce the reciprocating mass, which requires less energy to operate. The less drag on the motor, the more power available to you!

NOTE: Not for use on roller cams!

Diameter

OAL

Part No.

Chevy Small Block

Application

1/2

5.750˝

134-8701

Chevy Big Block

1/2

5.750˝

135-8701

800-826-3045

Install an ARP cam bolt kit and end your camshaft timing worries! ARP quality delivers increased pre-load clamping force and assures positive timing gear register. Includes appropriate fasteners for your application. Increased material strength overcomes valve train harmonics and stress. Added features include oversized bolt head flange for cam button retention and reduced socket head size to facilitate easy installation and removal. Available in both High Performance and Pro Series kits. Application

Socket Size

Diameter/ Thread Size

UHL

19mm

M12 x 1.5

2.085

3/8

5/16-18

.560

123-1001

1/2 7/16 10mm 10mm

5/16-18 5/16-18 M8 x 1.25 M8 x 1.25

.750 .750 20mm 25mm

134-1001 134-1002 134-1003

8mm 10mm 5/8 3/8

M6 x 1.0 M8 x 1.0 3/8-16 3/8-16

1.825 2.115 .750 .875

144-1001 244-1001

5/8 5/8 5/8 7/16 18mm

3/8-16 3/8-16 3/8-16 1/4-20 M12 x 1.5

1.460 1.580 1.970 .750 1.800

154-1001 155-1001 154-1002

254-1001 255-1001 254-1002 250-1001 256-1001

5/8 5/8

7/16-14 3/8-16

1.750 1.580

155-1002 155-1001

255-1002 255-1001

18mm

M10 x 1.5

1.600

3/4

1/2-20

1.000

BMW 1.6L Mini Cooper - cam sprocket bolt kit BUICK All V6 CHEVROLET 265-454 cid 265-454 cid - with oversize head for use with cam button Gen III/LS Series small block - cam retainer plate bolt kit Gen III/LS Series small block - cam sprocket bolt kit CHRYSLER/DODGE 2.0L DOHC & 2.4L DOHC - cam tower stud kit (head# 4667086) 383-440 Wedge & 426 Hemi - 3 bolt pattern 383-440 Wedge & 426 Hemi - 3 bolt pattern (reduced head, extended length) FORD, SMALL BLOCK 260-289-302 cid (1965-68) 302-351W cid (1969 & later) 351C, 351-400M 351 SVO - cam retainer plate bolt kit 4.6L Modular V8 - cam sprocket bolt kit (1 per cam required) FORD, BIG BLOCK 390-428 cid FE Series 429-460 cid FORD, 4-CYLINDER 2.0L Zetec PONTIAC 350-455 cid

High Perf. 180,000 psi

Pro Series 200,000 psi 206-1001

234-1001 300-1001

141-1001

THE COMPANY ENGINE COMPONENTS

CAM BOLT KITS

251-1002 190-1001

OIL PUMP DRIVESHAFT KITS Many an engine has been destroyed as a result of oil pump driveshaft failure. To cure this all-too-common problem, ARP has designed an extra heavy-duty shaft that will provide you with the necessary reliability. The shaft is made from heat-treated, premium grade aerospace chrome moly steel. Moreover, the shaft diameter is a larger diameter than the OEM unit. These features combine to enable ARP shafts to handle the added torque requirements of increased capacity oil pumps or heavy viscosity lubricants. CHEVY DRIVES: Made from premium grade 8740 and heat-treated to 190,000 psi, ARP uses a unique manufacturing process where the alignment sleeve is roll formed onto the shaft (not welded or pinned), enabling the sleeve to float, allowing for slight misalignment. Application

Part No.

CHEVROLET Small block (all)

134-7901

Big block

135-7901

Big block (+.400 tall deck)

135-7902

IMPORTANT NOTE: Make sure you ALWAYS check clearances: shaft to block and pump to distributor. FORD DRIVES: Made from ARP2000 and heat-treated to 220,000 psi. These pump drives feature a CNC milled (not broached) hex, and has the retaining washer installed.

Application

Part No.

FORD 239-312 Y block

154-7906

289-302 cid & Boss 302

154-7904

351W

154-7901

351C, 351-400M

154-7905

390-428 cid FE Series

154-7902

429-460 cid

154-7903

800-826-3045

ACCESSORY THE COMPANY GROUP

INDIVIDUAL ACCESSORY BOLT KITS Just about any fastener type you can think of is available from ARP in convenient skin-packed cards by product group. Look for them at your favorite performance parts retailer. And note that all ARP fasteners are proudly manufactured in the U.S.A. in our own factory. It will pay you to invest in the best. For your convenience, ARP has taken the most popular combinations and compiled complete Engine & Accessory Bolt Kits. You’ll find them all on page 61 of this catalog. Each kit contains about a dozen different fastener groups. They’re available for engines ranging from Briggs & Stratton to big block Chevy, Ford and Chrysler powerplants. Also available, display skin-packed in groups of five are “bulk” fasteners that are offered in coarse, fine and metric threads. These 5-packs come in a wide array of lengths, ranging from about 1/2˝ to 5 inches. They are offered in polished stainless steel or in black oxide chrome moly. You can also get companion 5-packs of nuts and washers. See the complete listing on page 82.

ALTERNATOR STUD KITS Strange as it may seem, there have been many races lost in oval track, off-road and endurance competition due to the OEM alternator stud failing and the subsequent loss of electrical power. To prevent this from ever happening, conscientious engine builders rely on ARP’s “bulletproof ” alternator studs. They’re made from a premium grade 8740 chrome moly steel alloy and heattreated to a nominal 200,000 psi tensile strength. They are very rigid and won’t bend under the stress of competition, eliminating problems with alternator pulley alignment. Here’s more reliable “insurance” from the innovators at ARP. Available in 5.000˝ and 5.250˝ lengths. Includes a 12-point nut and flat washer.

Description

OAL

Coarse Thread Length

Fine Thread Length

Part No.

7/16 stud

5.000

1.000

300-0501

7/16 stud

5.250

1.000

300-0502

COIL BRACKET BOLT KITS Add a touch of class to your coil bracket installation with an ARP bolt kit. Available in black oxide finished chrome moly or rust-proof stainless steel, as well as with a conventional hex head or compact 12-point (great for use with those coils mounted in tight, hard-to-reach places). Washers included. Coil bracket bolts also included in ARP’s popular Engine & Accessory kits.

Application

Black Oxide Hex 12-Point

Stainless 300 Hex 12-Point

CHEVY

130-2302

130-2301

430-2302

430-2301

CHEVY LS1 & LS2

134-2302

134-2301

434-2302

434-2301

FORD

150-2302

150-2301

450-2302

450-2301

DISTRIBUTOR STUD KITS

One of the most critical – yet often overlooked – fasteners used in any engine locks the timing in place. ARP offers these premium grade studs, which are equipped with vibration-resistant J-form threads, in your choice of black oxide finished chrome moly or rust-proof stainless steel. Select from conventional hex or space-saving 12-point nuts. Washers included.

Application

Black Oxide Hex 12-Point

Stainless 300 Hex 12-Point

CHEVY

130-1702

130-1701

430-1702

430-1701

FORD

150-1702

150-1701

450-1702

450-1701

PONTIAC

190-1702

190-1701

490-1702

490-1701

800-826-3045

CHEVROLET 3/8 alternator pivot bolt kit All V8, timing cover bolt kit All V8, water pump, long bolt kit All V8, alternator bracket bolt kit Gen III/LS Series small block, timing cover Gen III/LS Series small block, water pump with thermostat housing bolts Gen III/LS Series small block, rear motor cover CHRYSLER KB Hemi, timing cover stud kit FORD 289-302, aluminum timing cover & water pump 289-302, cast-iron timing cover & water pump 351W, alternator bracket bolt kit PONTIAC All V8, alternator bracket bolt kit All V8, timing cover and water pump

200-1502 130-3202 130-3302 134-1501

200-1501 130-3201 130-3301 134-1502

430-3303 400-1502 430-3202 430-3302 434-1501

430-3304 400-1501 430-3201 430-3301 434-1502

134-3201

134-3202

434-3201

434-3202

134-1503

134-1504

434-1503

434-1504

245-1511

245-1501

445-1511

445-1501

154-1504 154-1502 150-3302

154-1503 154-1501 150-3301

454-1504 454-1502 450-3302

454-1503 454-1501 450-3301

190-3302 190-1502

190-3301 190-1501

490-3302 490-1502

490-3301 490-1501

BUICK 350-455 cid, 14 pcs. CHEVROLET, SMALL BLOCK 12 pieces 12 pieces, drilled 12 pieces CHEVROLET, BIG BLOCK 16 pieces 16 pieces, drilled 16 pieces CHRYSLER 318-340-360 Wedge, 14 pcs. FORD 16 pieces OLDSMOBILE 330-455 cid, 14 pcs. UNIVERSAL 12 pcs., 5/16˝ wrenching 16 pcs., 5/16˝ wrenching 12 pcs., 5/16˝ wrenching 16 pcs., 5/16˝ wrenching 16 pcs., 3/8˝ socket, drilled 12 pcs., 3/8˝ socket, drilled

Dia.

We have an assortment of premium quality stainless steel and black oxide finish 8740 chrome moly bolts for the most popular applications. Washers included. These bolts are also available as part of our complete Engine & Accessory Kit packages (see page 61 for details).

Absolute security is yours with ARP’s durable fuel pump bolts. Your choice of black oxide finished chrome moly steel or rust-proof stainless steel. Both are nominally rated at 170,000 psi and considerably stronger than Grade 8 hardware. Hex or 12-point head. Washers included.

FUEL PUMP BOLT KITS

Application

FRONT COVER, WATER PUMP & ALTERNATOR

Stainless 300 Hex 12-Point

Black Oxide Hex 12-Point

Application

UHL

Black Oxide Hex 12-Point

Stainless 300 Hex 12-Point

CHEVROLET

130-1602

130-1601

430-1602

430-1601

PONTIAC

190-1602

190-1601

490-1602

490-1601

Stainless 300 Hex 12-Point

3/8

.750

120-1101

120-1201

420-1101

420-1201

3/8 3/8 3/8

.750 .750 1.000

100-1101 100-1103 100-1111

100-1201 100-1203 100-1211

400-1101 400-1103 400-1111

400-1201 400-1203 400-1211

3/8 3/8 3/8

.750 .750 1.000

100-1102

100-1202

100-1112

100-1212

400-1102 400-1104 400-1112

400-1202 400-1204 400-1212

5/16

.750

144-1102

144-1202

444-1102

444-1202

3/8

.750

100-1102

100-1202

400-1102

400-1202

3/8

.750

180-1101

180-1201

480-1101

480-1201

3/8 3/8 3/8 3/8 3/8 3/8

.750 .750 1.000 1.000 1.000 .875

100-1107 100-1108 100-1109 100-1110

100-1207 100-1208 100-1209 100-1210

400-1107 400-1108 400-1109 400-1110 400-1105 400-1106

400-1207 400-1208 400-1209 400-1210 400-1205 400-1206

THE COMPANY ACCESSORY GROUP

Black Oxide Hex 12-Point

Application

HEADER BOLTS ARP manufactures premium grade bolt kits to facilitate installation of exhaust headers in both stainless steel or 8740 chrome moly steel. The Stainless 300 material is not affected by corrosion or extreme heat, making it ideal for the application. What’s more, the compact 12point nut version lets you easily slip a socket close to the pipe. Each ARP bolt kit includes the specific number of parts for your application, plus premium-quality washers and hex or 12-point nuts, as required. The black oxide finished chrome moly bolts and stainless steel fasteners are nominally rated at 170,000 psi tensile strength. Specially drilled “NASCAR” models available for those who wish to safety wire their header bolts to prevent loosening.

THERMOSTAT HOUSING BOLTS These premium grade bolts are engineered to properly engage the manifold threads and resist loosening. They’re applicationspecific, and come in your choice of black oxide finished chrome moly or rust-proof stainless steel, with handy 12-point or standard hex heads. Washers included.

800-826-3045

Application

UHL

Black Oxide Hex 12-Point

Stainless 300 Hex 12-Point

CHEVY (3 PC)

1.00/2.00

130-7402

130-7401

430-7402

430-7401

CHEVY LS1 & LS2

20mm

134-7402

134-7401

434-7402

434-7401

FORD FE

2.250

155-7402

155-7401

455-7402

455-7401

FORD 351W

0.875

150-7402

150-7401

450-7402

450-7401

PONTIAC

1.000

190-7402

190-7401

490-7402

490-7401

ACCESSORY THE COMPANY GROUP

INTAKE MANIFOLD B0LTS Black Oxide Hex 12-Point

Application

Stainless 300 Hex 12-Point

AMC 290-343-390 cid, uses 3/8˝ socket

114-2001

414-2001

414-2101

BUICK 3.8L V6

123-2001

215 cid, uses 3/8˝ socket

124-2001

423-2001 124-2101

424-2001

424-2101

CHEVROLET 265-400 cid, factory OEM

134-2001

134-2101

434-2001

434-2101

305-350 Vortec, fits most aftermarket alum. intakes

134-2002

134-2103

434-2002

434-2102

430-2001

430-2101

Gen III/ LS Series small block, valley cover bolts

134-8001

134-8002

434-8001

434-8002

396-454 cid, 1.250˝ U.H.L

135-2001

135-2101

435-2001

435-2101

435-2002

435-2102

LS1, LS4, LS6, 4.8L-RL4, 5.3L-LM7, 6.0L-LQ4

502 cid, 1.500˝ U.H.L CHRYSLER

135-2002

318-440 Wedge, uses 3/8˝ socket FORD

144-2001

144-2101

444-2001

444-2101

260-289-302-351W, uses 3/8˝ socket

154-2001

154-2101

454-2001

454-2101

351C, 351-400M

154-2004

154-2104

454-2004

454-2104

390-428 cid FE Series

155-2002

155-2102

455-2002

455-2102

155-2005

155-2105

455-2001

455-2101

194-2001

194-2101

494-2001

494-2101

429-460 cid PONTIAC 350-455 cid, uses 3/8˝ socket

OIL PAN BOLTS

Prevent intake manifold leaks with ARP’s quality fasteners. They’re super strong and precision machined for optimum thread engagement. Wide underhead flange and companion washers provide even load distribution. Precision rolled threads prevent galling while promoting more consistent torque loading. Also facilitates optimum sealing of gasket surfaces. Available in choice of black oxide finished chrome moly or corrosion resistant stainless steel, as well as hex or 12-point heads. Both materials are nominally rated at 170,000 psi. Washers included.

Black Oxide Hex 12-Point

Application

Stainless 300 Hex 12-Point

CHEVROLET

ARP’s premium grade pan bolts combine sealing efficiency with good looks. They are available in black oxide finished chrome moly steel or rust-proof stainless steel. Also, take your pick from conventional hex bolt heads and a space-saving 12-point design. Includes washers. For details on ARP oil pan stud kits refer to page 50 of this catalog.

265-400 cid

234-1802

234-1801

434-1802

434-1801

Gen III/LS Series small block

134-6901

134-6902

434-6901

434-6902

396-454 cid

235-1802

235-1801

435-1802

435-1801

200-1802

200-1801

400-1802

400-1801

289-302-351C & 351W (early model)

254-1804

254-1803

454-1804

454-1803

302-351W (late model with side rails)

254-1802

254-1801

454-1802

454-1801

390-428 cid FE Series

255-1802

255-1801

455-1802

455-1801

200-1802

200-1801

400-1802

400-1801

CHRYSLER 318-340-360 Wedge & 318-360 Magnum FORD

PONTIAC 350-455 cid

VALVE COVER BOLT KITS Application

Black Oxide Hex 12-Point

Stainless 300 Hex 12-Point

CAST ALUMINUM COVERS Bolt kit, 1/4-20, 8 pieces

100-7507

100-7503

400-7507

400-7503

Bolt kit, 1/4-20, 14 pieces

100-7504

100-7508

400-7508

400-7504

350 Chevy, center bolted valve cover

100-7509

100-7510

400-7509

400-7510

Bolt kit, 1/4-20, 8 pieces

100-7505

100-7501

400-7505

400-7501

Bolt kit, 1/4-20, 14 pieces

100-7506

100-7502

400-7506

400-7502

STAMPED STEEL COVERS

ARP offers special valve cover bolts both as individual packages, or included in complete Engine & Accessory Kits (see page 61). The bolts are offered in a choice of chrome moly steel with a black oxide finish or corrosion-proof polished stainless steel (ARP Stainless 300 material) Additionally, you have a choice between conventional hex head bolts and nuts or compact, easy access

12-point designs. The heads feature a wide base for better load distribution and sealing (helps prevent those pesky gasket leaks), while the compact head is easily accessed. Kits are shipped with the required flat washers. ARP also manufactures valve cover stud kits, which are listed on page 48 of this catalog.

800-826-3045

It’s easy to assemble a show-quality engine when you use ARP’s handy Engine & Accessory Fastener Kit. Virtually everything you need comes completely organized in one convenient package (no need to deal with twelve different part numbers)! More importantly, each and every fastener is superior in strength to the OEM bolts, and also significantly better than hardware grades (even Grade 8). You have a choice of two premium quality materials and finishes. Traditionalists will appreciate the strength and functionality of ARP’s heat-treated 8740 Chrome Moly steel alloy bolts, which feature a black oxide finish. Those who desire a dazzling engine will no doubt prefer fasteners made of ARP’s specially alloyed Stainless 300 material, which has the added benefit of being virtually impervious to rust and corrosion. The stainless steel is polished to achieve a brilliant luster, and provides a distinctive, maintenance-free environment. Each kit has a dozen different type fasteners, all neatly organized and labeled in protective vacuum-wrapped packages. Both materials are nominally rated at 170,000 psi tensile strength and come in both hex and 12-point heads. Please note that these kits are designed for carbureted engines. Newer EFI applications may require the purchase of additional fasteners.

Everything you need to attach components and accessories from a long block on up is packaged in one economical, convenient kit! g Intake manifold bolts

g Oil pan bolts

g Valve cover bolts

g Coil bracket bolts

g Thermostat housing bolts

g Header bolts

g Alternator bracket bolts

g Front cover bolts

g Distributor bracket bolts

g Water pump bolts

g Motor mount bolts

g Fuel pump bolts

THE COMPANY ACCESSORY GROUP

ENGINE & ACCESSORY FASTENER KITS

• Each Kit Contains 12 Groups of Fasteners (except for Briggs & Stratton) • Black Oxide Finish 8740 Chrome Moly Steel or Stainless Polished Steel • Stronger Than Any Hardware Grades • Choice Of Hex or 12-Point Heads • Available For All Popular Engine Types • 100% Satisfaction Guaranteed. • Save Time, Money and Hassles! Application

Hex

Black Oxide 12-Point

Hex

Stainless 300 12-Point

BRIGGS & STRATTON 4-cycle/5 horsepower Jr. Dragster

500-9601

500-9501

CHEVROLET 350-400 cid with or without headers (1986 & earlier) ➊

534-9801

534-9701

534-9601

534-9501

305-350 cid with headers (1987-95)

534-9802

534-9702

534-9602

534-9502

350 LT1-LT4 with headers (1992-97)

534-9803

534-9703

534-9603

534-9503

305-350 Vortec with headers (1996 & later) except LS1 and LS6

534-9804

534-9704

534-9604

534-9504

396-454 cid ➊

535-9801

535-9701

535-9601

535-9501

CHRYSLER 318-340-360 Wedge ➊

544-9801

544-9701

544-9601

544-9501

383-440 Wedge

545-9801

545-9701

545-9601

545-9501

289-302 cid ➊

554-9801

554-9701

554-9601

554-9501

Boss 302 ➊

554-9802

554-9702

554-9602

554-9502

351 Cleveland

554-9804

554-9704

554-9604

554-9504

351 Windsor

554-9803

554-9703

554-9603

554-9503

390-428 FE Series

555-9802

555-9702

555-9602

555-9502

429-460 cid ➊

555-9801

555-9701

555-9601

555-9501

594-9801

594-9701

594-9601

594-9501

FORD

PONTIAC 350-455 cid ➊

➊ 1987 & newer EFI engines or those with aftermarket components may require additional fasteners be purchased

800-826-3045

THEDRIVELINE COMPANY FLYWHEEL BOLT KITS Application

UHL

Thread Size

High Perf.

Pro Series

.900

3/8-24

90° V6 & 265-454 V8 with 2pc. rear seal

1.000

7/16-20

90° V6 & 305-502 V8 with 1pc. rear seal

1.000

7/16-20

200-2807

Gen III/LS Series small block

.880

M11 x 1.5

330-2802

V8 with Tilton flywheel, uses 1/2˝ socket

.875

7/16-20

330-2801

SL6, 3.9L V6 & 273-440 V8 w/ 6 bolt crank

.875

7/16-20

240-2801

Aftermarket 383-440 V8 & Hemi w/ 8 bolt crank

.875

1/2-20

245-2801

.990 .900 1.150 1.000 1.000 .925 .950

M12 x 1.0 M11 x 1.0 M10 x 1.0 M10 x 1.0 7/16-20 7/16-20 7/16-20

251-2802 251-2801 151-2801 254-2801 200-2802 350-2802 350-2801

.990 .990

M12 x 1.0 M12 x 1.0

208-2801 208-2802

.750 1.000

7/16-20 1/2-20

291-2801 290-2802

.826

M10 x 1.0

206-2803

1.000 1.000

1/2-20 1/2-20

200-2804 200-2805

1.050 1.000 1.040

M10 x 1.25 M12 x 1.25 M11 x 1.25

203-2802 203-2801 203-2803

.985

M10 x 1.25

209-2801

BMC 1600cc A Series

206-2802

CHEVROLET

Flywheel and Flexplate bolts play an important role in the performance and safety of race cars and street machines alike. That’s why the fastener experts at ARP have developed special bolts that are far superior to OEM hardware. ARP offers two styles of Flywheel/Flexplate bolts: High Performance and Pro Series. They are both forged from aerospace alloy and heat-treated prior to thread rolling and machining. Both feature an exclusive, flat, 12-point head design and larger than stock shank diameter for increased strength and improved flywheel register. The popular High Performance series is rated at 180,000 psi, and the premium grade Pro Series, originally developed for NASCAR Winston Cup competition, has a 200,000 psi rating. Complete with washers and nuts where applicable.

NOTE: The thread size of metric fasteners is listed using international designations. For example, “M10” indicates a 10mm thread size.

100-2801

200-2802

CHRYSLER

FORD 1.8L & 2.0L Duratec 2.0L Zetec 2000cc Pinto 4.6L & 5.4L Modular V8 289-460 V8 351 NASCAR V8, uses 3/4˝ socket V8 with Tilton flywheel, uses 1/2˝ socket HONDA 1.5L & 1.6L SOHC, D Series (6 pcs.) 1.6L, 1.7L, 1.8L & 2.0L DOHC, B Series (8 pcs.) PONTIAC Iron Duke 4 cylinder (12 pcs.) 350-455 V8 with washers (6 pcs.) ROVER K Series (8 pcs.) TOP FUEL 8740 with washers (200,000 psi) L19 with washers (260,000 psi) TOYOTA 1.6L (4AGE) DOHC (8 pcs.) 2.0L (3SGTE) DOHC (8 pcs.) 2.2L (20R) & 2.4L (22R) (6 pcs.) VAUXHALL/OPEL 2.0L

100-2801

Red part numbers indicate new items

800-826-3045

Application

UHL

Thread Size

High Perf.

Pro Series

90° V6 & 265-454 V8 with 2pc. rear seal

.680

7/16-20

100-2901

90° V6 & 305-502 V8 with 1pc. rear seal

.725

7/16-20

200-2906

Gen III/LS Series small block

.880

M11 x 1.5

244-2901

SL6, 3.9L V6 & 273-440 V8 w/ 6 bolt crank

.500

7/16-20

200-2903

Aftermarket 383-440 V8 & Hemi w/ 8 bolt crank

.500

1/2-20

200-2905

CHEVROLET 200-2902

CHRYSLER

FORD 289-460 V8

.680

7/16-20

4.6L & 5.4L Modular V8

.800

M10 x 1.0

100-2901

200-2902 254-2901

.500

1/2-20

200-2904

THE COMPANY DRIVELINE

FLEXPLATE BOLT KITS

PONTIAC 350-455 V8

Red part numbers indicate new items

TORQUE CONVERTER BOLTS Application

UHL

Thread Size

Pro Series

Torqueflite 727 & 904 w/ production converter

.450

5/16-24

240-7301

Torqueflite 727 & 904 w/ aftermarket converter

.500

7/16-20

240-7302

CHRYSLER

GENERAL MOTORS Powerglide, TH350 & TH400 w/ production converter

.750

3/8-24

230-7301

Powerglide, TH350 & TH400 w/ most aftermaket converter

.725

7/16-20

230-7302

Powerglide, TH350 & TH400 w/ race converter - 1/2” thick tabs

1.250

7/16-20

230-7303

200, 700, 4L60 & 4L80 (3pcs. car)

.590

M10 x 1.5

230-7304

200, 700, 4L60 & 4L80 (6pcs. truck)

.590

M10 x 1.5

230-7305

Universal IMCA Brenn drive flange kit (6 bolts)

1.250

7/16-20

230-7306

You can forget about the problem of shearing a torque converter bolt after you install these super strong 200,000 psi gems. They are designed for each specific application and provide the optimum grip. Kits come with hardened parallel-ground washers.

Red part numbers indicate new items

AUTO TRANS PAN BOLT KITS Application

12-Point

GENERAL MOTORS Turbo 350-400

430-0401

Here’s another area in which ARP provides a superior strength fastener that will provide better reliability than the OEM hardware. Made of rust-proof stainless steel, they’re attractive, too. Includes washers.

CLUTCH COVER/PRESSURE PLATE BOLT KITS The importance of pressure plate bolts in a racing or hi-performance street application cannot be emphasized nearly enough. These fasteners play a key role in both the performance and safety of a vehicle. Because of this, ARP has developed special pressure plate bolts that are application specific to ensure the optimum grip length. ARP offers High Performance Series bolts that are made from a premium grade chrome moly and hardened to a nominal tensile strength of 180,000 psi. The Pro Series bolts, originally developed for NASCAR Winston Cup competition, are stronger and rated at 200,000 psi. Both models feature a large diameter, low-profile design. Complete with washers.

Application

Thread Size

High Perf.

Pro Series

265-502 V8

3/8-16

130-2201

230-2202

V8 with Tilton flywheel and 3 disk AP clutch

5/16-24

330-2202

V8 with Tilton flywheel (1.500 UHL bolts)

5/16-24

330-2203

CHEVROLET

Gen III/LS Series small block

M10 x 1.50

134-2201

5/16-18

150-2201

M8 x 1.25

150-2202

FORD 289-460 V8 (1985 & earlier) 302-351W V8 (1986-95)

250-2201

V8 w/ Tilton flywheel and 3 disk AP clutch (hex)

5/16-24

350-2202

V8 w/ Tilton flywheel and 3 disk AP clutch (12pt)

5/16-24

350-2203

HONDA SOHC D Series (6 pcs.)

M8 x 1.25

108-2201

DOHC B Series (9 pcs.)

M8 x 1.25

108-2202

3/8-16

190-2201

PONTIAC 350-455 V8

290-2201

Red part numbers indicate new items

800-826-3045

THEDRIVELINE COMPANY

BELLHOUSING STUD KITS Here’s just what you need to secure a bellhousing in place. The studs are designed with a radiused head to position the bellhousing and accept nuts without the fear of cross-threading. Choice of rugged 8740 heat-treated alloy or rust-proof stainless steel. Complete with nuts and flat washers.

Application Chevy, Chrysler KB Hemi

Dia.

Length

Pro Series

Stainless

3/8

2.000

245-0901

445-0901

Top fuel motor plate, std.

7/16

2.400

245-0201

Top fuel motor plate, w/ 1/4˝ spacer

7/16

2.150

245-0202

Thread

UHL

Socket Size

SB & BB, 12 pt, 3-pc.

3/8-24

.750

3/8

SB & BB, 12 pt, 3-pc.

3/8-24

2.125

1/2

334-6801

12 pt, 3-pc.

3/8-16

1.000

3/8

350-6801

450-6803

12 pt, 4-pc.

3/8-16

1.000

3/8

350-6802

450-6803

5/16-24

.750

3/8

PUMP & LOWER PULLEY BOLTS To provide the reliability required in racing and high performance street applications, ARP offers premium grade 170,000 psi fasteners to securely attach the water pump and lower pulleys. You can count on them to perform. Washers included.

Application

High Perf.

Stainless

LOWER PULLEY CHEVROLET 430-6801

FORD

WATER PUMP PULLEY, 12 PT 12 pt, 4-pc.

430-6802

STAINLESS STEEL REAR END COVER Application

UHL

Thread

Part No.

10-bolt

.750

5/16-18

437-3001

12-bolt

.750

5/16-18

437-3002

Here’s an easy way to enhance the appearance of any GM 10 or 12-bolt rear end setup. ARP’s stainless steel rear end cover bolts offer a lustrous contrast to a painted OEM cover or perfectly compliment a chrome plated aftermarket version. These sturdy 170,000 psi bolts are much stronger than stock (or even Grade 8) hardware, have precision machined threads for secure engagement, and won’t rust. The best! Washers included.

MOTOR MOUNT BOLTS Secure any engine with complete confidence with ARP’s rugged motor mount bolts. You can choose between black oxide finished 8740 chrome moly or corrosion-resistant stainless steel; choice of hex or 12-point head. Kits come complete with flat washers.

Application

Black Oxide Hex 12-Point

Stainless 300 Hex 12-Point

CHEVROLET All V6 & V8

130-3102

130-3101

430-3102

430-3101

Mount to frame

130-3105

LS1 & LS2

134-3102

134-3101

434-3102

434-3101

150-3102

150-3101

450-3102

450-3101

190-3102

190-3101

490-3102

490-3101

430-3105

FORD All V8 PONTIAC All V8

800-826-3045

The tremendous shock loads generated at launch by most any drag racing vehicle equipped with today’s sticky tire compounds or the acceleration and deceleration of oval track cars put considerable strain on the ring gear. For this reason, the fastener experts at ARP have developed the Pro Series ring gear bolts. They’re forged from premium grade 8740 chrome moly steel and are heat-treated to a nominal rating of 200,000 psi tensile strength. Specially hardened, precision-ground washers are included where required. Available to fit most any ring gear setup ranging from popular 9˝ Ford GM 10 & 12-bolt rear ends to the beefy Strange differentials found in Top Fuel and Funny Car applications. Application

TECH NOTE

UHL

Thread

Part No.

7 1/4˝ and 8 3/4˝ (1972 & earlier) .390 grip

.835

3/8-24 LH

240-3001

Clutch-type LSD- case half bolts with washers

2.800

3/8-24 LH

250-3006

CHRYSLER

It is critically important to properly tighten ring gear bolts and make sure they don’t loosen. This is especially important in drag cars with tire shake. It’s also a good idea to check bolt tightness on a routine basis. If you use a locking compound (like Loc-Tite), it is best to install the ring gear first without any compound, then remove the bolts one at a time, reinstalling them with the compound. Be sure and torque each bolt before going on to the next one, because the Loc-Tite sets up fast. Install and torque the bolts in an alternating or crossing pattern to distribute the load evenly around the ring gear.

THE COMPANY DRIVELINE

RING GEAR BOLT KITS

FORD 8˝ ring gear bolt kit with washers

.940

7/16-20

250-3009

9˝ uses 5/8˝ socket

.940

7/16-20

250-3002

8.8˝ and 9˝ uses 3/4˝ socket

.750

7/16-20

250-3003

Ring gear bolt kit with washers, 1/2˝ shank

1.060

7/16-20

350-3004

GENERAL MOTORS 10 and 12-bolt

.800

3/8-24

230-3001

Camaro/Pickup Truck

.850

7/16-20 LH

230-3002

1.200

7/16-20

250-3001

VW 020 ring gear bolt kit with 12pt nuts

1.200

M9 x 1.00

204-3001

VW 02A ring gear bolt kit with 12pt nuts

1.180

M10 x 1.25

204-3002

VW 02M ring gear bolt kit with 12pt nuts

1.100

M9 x 1.00

204-3003

STRANGE Top Fuel differential with washers VOLKSWAGEN

Red part numbers indicate new items

Application

CARRIER FASTENERS

UHL

Thread

Part No.

8˝ carrier bearing stud kit

2.600

7/16-14,7/16-20

250-3008

8˝ and 9˝ pinion support bolt kit

1.000

3/8-16

250-3007

9˝ carrier bearing stud kit

3.250

1/2-13, 1/2-20

250-3004

9˝ carrier bearing stud kit, H case

3.400

1/2-13, 1/2-20

250-3012

9˝ housing stud kit (10 pcs.)

1.645

3/8-24

250-3005

9˝ pinion support stud kit (12 pt, ss)

2.000

3/8-16, 3/8-24

250-3010

9˝ pinion support stud kit (hex, ss)

2.000

3/8-16, 3/8-24

250-3011

9˝ pinion support stud kit (12 pt, blk)

2.000

3/8-16, 3/8-24

250-3020

9˝ pinion support stud kit (hex, blk)

2.000

3/8-16, 3/8-24

250-3021

FORD

When assembling a rear end, optimum reliability can be obtained by employing these rugged chrome moly bolts and studs.

BRAKE HAT BOLT KITS The perfect upgrade for many original brake hat bolts, this ARP kit features bolts produced from only the finest quality 8740 chrome moly. Features an exclusive 12-point cap screw design and appropriate grip length per the application. All ARP brake hat bolts are drilled to permit safety wiring. Rated 200,000 psi tensile strength.

UHL

Part No.

5/16-24 with washers

Application

.880

300-0801

5/16-18 with washers

.850

300-0802

1/4-28 (48 pcs.)

.750

300-0803

800-826-3045

THEDRIVELINE COMPANY

WHEEL STUDS ARP’s heat-treated 8740 chrome moly wheel studs are a much-needed replacement for any car engaged in oval track or drag racing competition. They have a tensile strength of 200,000 psi and are able to easily handle the tremendous acceleration shock loads (shear) and lateral forces (elongation) found in racing. The studs are sold in 4 or 5 packs and are cadmium plated for extra durability. Nuts not included. Now available for all popular applications, including General Motors, Ford, Honda and Chrysler replacements, as well as for oval track racing and aftermarket street and strip axles. A Knurl Dia.

L1 UHL

L2 Knurl Length

L3 Nose Length

Thread Size

Part No.

.680

3.125

.400

1/2-20

100-7705

.585

2.450

.256

.360

M12 x 1.5

100-7721

Ford, rear disc brakes/Chrysler front

.625

3.500

.400

.437

1/2-20

100-7703

Ford, front disc brakes, early

.618

3.050

1.000

.250

1/2-20

100-7707

Mustang II front

.554

3.435

.390

.435

1/2-20

100-7714

Application CHRYSLER Chrysler, rear DODGE Neon, front FORD

GM Late GM drum brake

.486

3.165

.420

.308

7/16-20

100-7701

Late GM disc brake and early drum brake

.580

3.200

.300

.305

7/16-20

100-7702

Late GM Camaro, Firebird, Corvette

.509

2.500

.315

none

M12 x 1.5

100-7708

Late GM Camaro, Firebird, Corvette

.509

3.250

.315

none

M12 x 1.5

100-7713

Stock replacement (1996 & earlier) 4 pack

.485

1.850

.275

.350

M12 x 1.5

100-7709

Stock replacement (1997 & later) 5 pack

.485

1.850

.275

.350

M12 x 1.5

100-7710

Extended length (1996 & earlier) 4 pack

.485

2.850

.275

.350

M12 x 1.5

100-7711

Extended length (1997 & later) 5 pack

.485

2.850

.275

.350

M12 x 1.5

100-7712

.558

2.600

.230

none

M12 x 1.5

100-7715

Miata, front and rear (1990-93) & front (1994-05) 4 pack

.507

2.750

.335

.350

M12 x 1.5

100-7719

Miata, rear (1994-05) 4 pack

.579

2.750

.300

.350

M12 x 1.5

100-7720

.565

3.000

.270

.350

M12 x 1.5

100-7717

.565

3.000

.270

.350

M12 x 1.25

100-7716

.565

2.340

.325

.363

M12 x 1.5

100-7718

Aftermarket axles, 12 pt style head

none

3.470

none

.500

1/2-20

100-7704

Speedway Eng, Pro 4 disc

.568

2.970

.710

.465

1/2-20

100-7706

HONDA

LEXUS IS 300 MAZDA

MITSUBISHI Lancer EVO VIII SUBARU WRX TOYOTA Celica GTS (1986-89) front OTHERS

DRIVE PLATE BOLT KITS

SPRINT CAR DRIVE PINS

Developed for racers who leave nothing to chance, ARP’s special drive plate bolts have many important features, including use of a premium grade chrome moly alloy, heat-treating to 200,00 psi, J-form thread rolling after heat-treat and a special profile. The bolts come with special precision-ground washers.

ARP sprint car drive pins feature a broached hex for ease of installation and proper pre-load while the rounded end facilitates quick, positive wheel location. All critical shear points feature a large radius for improved reliability and maximum load carrying capacity. Drive pins are rated 200,000 psi tensile strength.

Application

UHL

Part No.

7/16-14, 12 pt, drilled (8 pcs.)*

1.500

200-3401

7/16-14, 12 pt, drilled (5 pcs.)*

1.500

200-3402

Application

UHL

Part No.

Front, 2.450˝ OAL

1/2-20

200-2601

Rear, 3.275˝ OAL

1/2-20

200-2602

*For use with most “Wide Five” drive hubs

800-826-3045

190,000 PSI chrome moly

Precision J-form threads NOTE: The products listed in this section have been designed to comply with NASCAR® rules. No specific endorsement by NASCAR® is implied.

™

SPEED STUDS

Because races can be won or lost in the pits, the engineers at ARP set about to create the ultimate oval track competition wheel stud that facilitates accurate wheel positioning and quicker release/ tightening of lug nuts. ARP’s new “Speed Studs” (and companion “Speed Nuts”) are so good that a large number of NASCAR teams in Nextel Cup, Busch and Craftsman Truck series use them exclusively. They’re made from heat-treated 190,000 psi chrome moly steel and feature precision J-form threads (formed after heat-treat for improved fatigue strength), exclusive nut-starter and bullet shape radius that all but eliminates cross-threading, shot-peening, special baked-on dry film lubricant (reduces possibility of galling and assures consistent clamp loads), and double magnaflux inspection. A new head design is employed that fits the registers of all popular hubs without grinding, and studs are available in 27 underhead lengths to provide you with the optimum thread engagement for your particular setup. The finest studs available!

Note: All applications fit Stock Car Products and Speedway Engineering Hubs without grinding or modifications.

Threads rolled after heat treat Available in 5-piece packs Baked-on dry film lubricant Head fits all popular hubs

Custom sizes available L1 - Thread Length

L2 - UHL

L3 - Knurl Length

Kit Number

THE COMPANY NASCAR SPECIALTIES

Bullet-shaped nut-starter nose

FINE THREAD (THREAD SPECS - 5/8-18, KNURL DIAMETER - .660) 1.600

2.450

.500

300-7710

1.700

2.550

.600

300-7711

1.800

2.650

.700

300-7712

1.900

2.750

.675

300-7705

2.000

2.850

.900

300-7713

2.050

2.900

.825

300-7706

2.100

2.950

1.000

300-7714

2.200

3.050

1.100

300-7715

2.300

3.150

1.200

300-7716

2.400

3.250

1.200

300-7707

2.500

3.350

1.400

300-7717

2.550

3.400

1.350

300-7708

2.600

3.450

1.500

300-7718

2.700

3.550

1.600

300-7719

2.750

3.600

1.550

300-7709

2.800

3.650

1.700

300-7720

2.900

3.750

1.800

300-7721

3.000

3.850

1.900

300-7722

3.100

3.950

2.000

300-7723

3.200

4.050

2.100

300-7724

COARSE THREAD (THREAD SPECS - 5/8-11, KNURL DIAMETER - .685) 1.900

2.650

.500

300-7806*

1.850

2.650

.950

300-7803*

3.220

4.031

.750

300-7804*

* These kits have black oxide finish.

190,000 PSI tensile strength

Nut face profile radiused

™

SPEED NUTS

Designed for professional racing environments where split-second improvements in pit stop times can make the winning difference, and “unbustable” reliability is an absolute must. ARP’s Speed Nuts feature a profiled nut face for easy installation, quicker socket releases and resistance to jamming. They’re made from premium heat-treated chrome moly that’s nominally rated at 190,000 psi tensile strength, shot-peened to remove stress risers and double magnafluxed after heat-treating and thread-forming to assure 100% metallurgical integrity. Coated with Alumotef III gold coating. Speed Nuts are ready for “instant” use (thread chasing not required).

800-826-3045

Baked-on dry film lubricant Available in 10-piece packs UHL

Part No.

NASCAR, 10-piece, fine

Application

5/8-18

300-7801

IMCA Wide 5, 10-piece, coarse

5/8-11

300-7802

NASCAR THE SPECIALTIES COMPANY

No. 07 Jack Daniel’s car, driven by Clint Bowyer.

Two of the Joe Gibbs Racing cars cross the finish line 1-2.

INTAKE MANIFOLD BOLT KITS Not only will these premium quality ARP fasteners help prevent intake manifold leaks, but one is drilled to allow for a safety wire. What’s more, they’re rated at 170,000 psi and feature precision rolled threads for optimum engagement, to prevent galling and promote more consistent torque loading. Wide underhead flange design and companion flat washers provide even load distribution and facilitates optimum sealing of gasket surfaces. Made of corrosion resistant stainless steel. Washers included and bolt drilled for NASCAR inspector’s wire lock.

Drilled for safety wire

Application

Part No.

CHEVROLET SB 2, drilled

334-2104

SB 2, tall deck

334-2105

Small block, 1.000˝, drilled

334-2102

Small block, 1.250˝, drilled

334-2103

V6 Chevy 90°, 1.000˝, drilled

333-2101

FORD SVO 351 cid, Jack Roush design, drilled

354-2102

DRILLED HEADER BOLTS

Drilled for safety wire

ARP offers special NASCAR header bolts that have been drilled for use of safety wire. They are made from heat-treated 8740 chrome moly steel (with a black oxide finish - rated at 180,000 psi) or Stainless 300 that is polished to a bright shine (nominally rated at 170,000 psi tensile strength – considerably stronger than Grade 8 hardware), and engineered to provide complete reliability in the most severe racing environments. They are available in hex or 12-point heads. Through use of safety wire, exhaust headers will maintain original tightness and can’t back off! Application

Black Oxide 12-Point

Stainless 300 Hex 12-Point

Qty

Dia.

UHL

Wrenching

Chevy small block, drilled

3/8

.750

3/8

Chevy big block, drilled

3/8

.875

3/8

Universal, drilled

3/8

.750

3/8

400-1105

400-1205

Universal, drilled

3/8

.875

3/8

400-1106

400-1206

Hex

CHEVROLET 100-1103

100-1203

400-1103

400-1203

400-1104

400-1204

UNIVERSAL

BRAKE HAT BOLT KITS The perfect upgrade for many original brake hat bolts, this ARP kit features bolts produced from only the finest quality 8740 chrome moly. Features an exclusive 12-point cap screw design and appropriate grip length per the application. All brake hat bolts are drilled for safety wire lock. Rated 200,000 psi tensile strength.

Application

UHL

Part No.

5/16-24, 32 pieces

.880

300-0801

5/16-18, 32 pieces

.850

300-0802

1/4-28, 48 pieces

.750

300-0803

The likeness of the #07 racecar is the intellectual property of Richard Childress Racing and is used with permission. The likeness of the #11 and #20 racecars are the intellectual property of Joe Gibbs Racing and are used with permission.

800-826-3045

Pieces

Part No.

Standard, drilled for NASCAR wire seal

Application

1.700

300-2401

1/2˝ spacer, drilled for NASCAR wire seal

2.225

300-2402

1˝ spacer, drilled for NASCAR wire seal

2.700

300-2403

2˝ spacer, drilled for NASCAR wire seal

3.700

300-2404

2˝ spacer, drilled for NASCAR wire seal

1.700/2.225

300-2406

1˝ Moroso spacer, drilled for NASCAR wire seal

2.700

300-2407

1-1/4˝ Moroso spacer, drilled for NASCAR wire seal

3.200

300-2408

1.250/1.700

300-2409

2˝ Moroso spacer, drilled for NASCAR wire seal

THE COMPANY NASCAR SPECIALTIES

DRILLED CARB STUDS

ALTERNATOR STUDS Strange as it may seem, there have been many races lost in oval track, off-road and endurance competition due to the OEM alternator stud failing and the subsequent loss of electrical power. To prevent this from ever happening, conscientious engine builders rely on ARP’s “bulletproof” alternator studs. They’re made from a premium grade 8740 chrome moly steel alloy and heat treated to a nominal 200,000 psi tensile strength. They are very rigid and won’t bend under the stress of competition, eliminating problems with alternator pulley alignment. Here’s more reliable “insurance” from the innovators at ARP. Available in 5.000˝ and 5.250˝ lengths. Includes a 12-point nut and flat washer. OAL

Coarse Thread Length

Fine Thread Length

Part No.

7/16 stud

Description

5.000

1.000

300-0501

7/16 stud

5.250

1.000

300-0502

FRONT MANDREL BOLTS Get maximum reliability through the use of ARP’s rugged 8740 chrome moly steel front mandrel bolts. They’re undercut to provide the required stretch, shot-peened for extra durability and designed for full thread engagement. Nominally rated at 200,000 psi tensile strength for durability you can count on! Available for GM and Ford applications.

Application

Dia.

Length

Thread Length

Socket Size

Head Style

7/16

6.000

1.100

1/2

12-point

330-0701

1/2

6.000

1.100

9/16

12-point

330-0702

7/16

6.250

1.150

9/16

12-point

330-0703

1/2

4.000

.750

15/16

Hex

330-0704

1/2

4.000

.625

15/16

Hex

330-0705

1/2

3.750

.625

15/16

Hex

330-0706

1/2

3.250

.750

15/16

Hex

330-0707

7/16

5.000

1.000

1/2

12-point

330-0708

7/16

5.500

1.000

1/2

12-point

330-0709

5/8

8.000

1.100

15/16

Hex

350-0701

5/8

8.375

1.000

15/16

Hex

350-0702

5/8

7.000

1.000

15/16

Hex

350-0703

Part No.

GENERAL MOTORS

FORD

800-826-3045

SPORT THE COMPACT COMPANY

THE WORLD’S FASTEST SPORT COMPACT COMPETITORS RELY ON ARP FASTENERS!

The Nissan Car & Driver NoHotWire 350Z GrandAm car.

Titan Motorsports Toyota on the starting line.

CONNECTING ROD BOLTS ARP manufactures replacement rod bolts for many popular import and domestic Sport Compact engines that are made of premium grade 8740 chrome moly steel and heat treated to a nominal tensile strength of 200,000 psi. Threads are rolled after heat treat to ensure optimum fatigue strength. They are far superior to OEM fasteners in terms of durability and service life – fully capable of handling the extra stress of high combustion pressure engines. For extreme applications, rod bolts made of special ARP2000 material (rated at a 220,000 psi nominal tensile strength) are available, including those with the patented Wave-Loc design. Special high strength bolts also available for aftermarket connecting rods. Call for details.

TECH TIP: Measuring Rod Bolt Stretch The most accurate method of obtaining the correct torque load on a connecting rod bolt is through measuring the amount of bolt stretch. This is preferred to using a torque wrench. See chart on page 25 for the appropriate amount to stretch the bolt over its relaxed state to achieve the proper torque. ARP’s rod bolt stretch gauge (see page 88) can also be used to determine the condition of a rod bolt. If it has permanently stretched .001˝ or more, the bolt has been compromised beyond its yield. Replace it immediately! Use the adjacent chart (or a version thereof) to keep track of the bolt’s length at installation and prior to removal.

ROD BOLT STRETCH MONITORING CHART ROD #1

ROD #2

ROD #3

ROD #4

Tang Side bolt

New Length _________________

Installed Length ______________

Tear Down Length ____________

ROD #1

ROD #2

ROD #3

ROD #4

Smooth Side bolt

New Length _________________

Installed Length ______________

Tear Down Length ____________

Application

ALFA ROMEO 2.0L GTV BMC/TRIUMPH/ROVER A Series 3/8˝ A & B Series 11/32˝ B-Series (1964-68) 18GB & 18GF 3/8˝ K-Series 1.3L & 1.5L Spitfire 2.0L GT6 & 2.5L TR6 2.0L SOHC TR7 BMW 1.6L Mini Cooper M8 x 43MM UHL 2.3L (S14) M11 x 41 MM UHL

Head Style

Hi-Perf 8740

HP Wave 8740

Pro Wave ARP2000

Pro Series ARP2000

(complete)

(2-PC)

(complete)

(2-PC)

(complete)

(2-PC)

(complete)

(2-PC)

126-6101

J C E E E E K

206-6001 206-6002 206-6003 206-6007

E E

206-6008

206-6021

206-6004 206-6005 206-6006

201-6104

800-826-3045

BMW (CONTINUED) 2.5L (M50/M50TU) inline 6 M9 x 53MM UHL 3.0L (S50 EURO) inline 6 M10 x 45MM UHL 3.2L (S54) inline 6 M11 x 47MM UHL 4.4L (M62/M62TU) V8 M9 x 53MM UHL FORD, 4 AND 6-CYLINDER 1.6L CVH M8 1.6L Zetec M8 1.8L Duratec 2.0L DOHC Cosworth Sierra/Escort 2.0L RS 2000 M8 2.0L Zetec M9 2000cc Pinto 2300cc Pinto 2.8L & 2.9L V6 HOLDEN 11/32˝ 3/8˝ HONDA/ACURA 1.2L, 1.6L & 1.8L M8 1.6L & 1.8L M9 2.0L (F20C) & 2.2L (F22C) S2000 2.0L (K20A) 3.0L (C30A) V6 Acura NSX M9 3.2L (C32B) V6 Acura NSX M8 MAZDA 1.6L (B6) & 1.8L (BP) DOHC Miata M9 MITSUBISHI 2.0L (4G63) (1993 & earlier) M9 2.0L (4G63) (1994 & later) M8 2.6L (G54B) 3.0L (6G72) & 3.5L (6G74) V6 NISSAN/DATSUN A Series (A12-A12A-A13-A14-A15) L16 Series M8 L20 Series 4-cylinder & 2.2L (Z22) M9 L24 Series (early) inline 6 M8 L24 (late), L26 & L28 Series inline 6 M9 2.0L (SR20DE/DET) 11/32˝ 3.0L (VG30E/ET) SOHC V6 M9 3.0L (VG30D/DET/DETT) DOHC V6 11/32˝ 3.5L (VQ35) DOHC V6 M8 OPEL/VAUXHALL 1.4L &1.6L 8V M8 1.4L 16V M9 2.0L 16V M9 PEUGEOT 205 & 306 PORSCHE RSR Ti rod 1.7L & 2.0L Type IV 2.0L 911S (1969) 911, 930 Turbo & 993 M9 911 M10 944 RENAULT Clio 16V M9 R5 Turbo (Mid-Engine) R12 Gordini/Alpine (807g) SUBARU 2.5L (EJ25) DOHC Turbo TOYOTA 1.6L (4AGE) DOHC & 1.6L (4ALC) SOHC M9 1.6L (2TC/2TG) & 1.8L (3TC) 2.0L (3SGTE) & 2.4L (22R) 3.0L (7MGTE) inline 6 (1986-92) Supra 3.0L (2JZGE/GTE) inline 6 (1993-98) Supra VOLKSWAGEN Formula Vee (cap screw type) M9 Super Vee (cap screw type) Audi style rod 1600cc air cooled 1600cc water cooled Rabbit & Corrado G60 1.8L & 2.0L water cooled 2.8L & 2.9L VR6 Red part numbers indicate new items

800-826-3045

Head Style

Hi-Perf 8740

HP Wave 8740

Pro Wave ARP2000

Pro Series ARP2000

(complete)

(2-PC)

(complete)

(2-PC)

(complete)

(2-PC)

(complete)

(2-PC)

E E E E

201-6301 201-6102 201-6103 201-6302

E E E E E E D F B

151-6004 151-6003

151-6005 151-6001 151-6002 153-6001

B B

205-6002 205-6001

A A E E

208-6001

251-6202 251-6301 251-6201

118-6401

C A C C

107-6001 107-6002 107-6003 107-6004

A C C C C C C C E

102-6002 102-6001 202-6001 202-6002 202-6003 202-6005 202-6003 202-6004

E E E

109-6002 109-6003 109-6001

117-6101

E E E

151-6021 151-6022

251-6402

251-6222

251-6422

208-6401 208-6002 208-6003 208-6004 208-6005

H K H H H K

151-6023

THE COMPANY SPORT COMPACT

Application

107-6021 107-6022 107-6023 107-6024

D 202-6006

E 209-6003

F 204-6004

104-6006 204-6003 204-6005 204-6001 204-6002

H 216-6301 216-6302

116-6001 260-6302

E A A A A E

203-6001 203-6003 203-6002 203-6004

E E K K L E

104-6005

K 203-6005

104-6025 104-6003

104-6023

104-6001 104-6002 104-6004

104-6024 204-6006

SPORT THE COMPACT COMPANY

HEAD STUDS Obtaining the optimum cylinder head-to-block sealing is especially critical in small displacement engines employing high compression pistons or power adders like turbochargers, nitrous oxide and superchargers. That’s why ARP head studs are popular among leading Sport Compact/Import racers. Application BMC/TRIUMPH A Series, 9 studs A Series, 11 studs A Series, 11 studs, shaved head B Series 1.3L & 1.5L Spitfire 2.0L GT6 & 2.5L TR6 2.0L SOHC TR7 2.1L TR4 BMW 2002 Coupe, 318i, 320i 4 cylinder 530, 535, 635, 735 M50 2.5L 6-cylinder, S50, S52 E46 M3/S54 Mini Cooper FORD, 4 AND 6-CYLINDER 1600cc Escort M10 2.0L DOHC Cosworth Sierra/Escort M12 2.0L Zetec 2000cc Pinto 2300cc Pinto 2.3L Duratec (2003) 2.5L Duratec V6 GM 2.2L Ecotec HOLDEN Commodore V6 7/16˝ 308 cid 308 cid 7/16˝ 308 cid 1/2˝ HONDA/ACURA Acura B18A1, M11 Acura VTEC B18CI, M11, GSR B16A B20B, w/B16A head Civic D16Y F20 S2000 Honda D16Z - Only, M10 Honda H22A4, VTEC H23A K20A (A2 & A3)

Hex Nuts

You should know that ARP uses a premium grade 8740 alloy that is rated far superior to “aircraft” quality. Then, each stud is precisely heat-treated to 200,000 psi. Following heat-treat, each stud is centerless ground to make it as close to perfectly concentric as possible. This procedure involves about ten very slight cuts and results in an exceptionally straight part. It’s important to 12-Point Nuts 12-Point Nuts note that lesser quality studs are not U/C Studs even centerless ground – the material is thread rolled in bar stock form 206-4201 206-4204 (mostly before heat-treat, when the 206-4206 material is easier to machine). Because 206-4202 ARP studs are manufactured to such 206-4203 exacting tolerances, you will note that 206-4205 gaskets and cylinder heads literally 206-4208 glide into position and are perfectly 206-4207 aligned – something that won’t hap201-4601 pen with inferior quality head studs. 201-4602 201-4603 201-4604 201-4301 151-4203 251-4701 251-4702 151-4201 151-4202 151-4204 253-4701

151-4702

231-4701 205-4002 205-4001 254-4009

205-4601 205-4602 234-4201 208-4302 208-4303 208-4601 208-4306

ARP studs are thread rolled after heat-treat, which gives them about 1000% (that’s ten times) better fatigue strength than those studs that are threaded prior to heat-treat. You will also note that ARP offers specially undercut studs for several engines. This procedure (done only to the shorter studs) more equalizes the “stretch” of both studs, which makes for a more consistent clamping force – one that compensates for head gasket compression when the head is installed. This helps prevent blown head gaskets, and assures optimum sealing! Premium parallel ground washers are also included with each kit.

208-4305 208-4702 208-4301 208-4304 208-4307 208-4701

800-826-3045

Application

Hex Nuts

MAZDA 1.6L (BP) & 1.8L (BP) DOHC Miata 2.0L FS-DE (1998-02) 2.3L DOHC (2003) MITSUBISHI 2.0L (4G63) DOHC (1993 & earlier) M12 2.0L (4G63) DOHC (1994 & later) M11 2.6L (G54B) 3.0L (6G72) DOHC V6 ARP 2000 NISSAN/DATSUN A-12 engines A-14 engines L20 series, 4-cylinder L24, L26, L28 series, 6-cylinder CA16DE, CA16DET, CA18DE, CA18DET RB20, RB20DET, RB25, RB25DET RB26DETT, GTR ARP2000 SR20DET, M11 SR20DET, RN14, M12 VQ30, VQ35 SATURN 1.9L DOHC (1991-99) 1.9L SOHC (1999-02) SUBARU EJ Series 2.0L, 2.2L, 2.5L DOHC EJ Series Phase 2 (1999 & later) SOHC TOYOTA 1.6L (4AGE) DOHC 2.0L (3SGTE) DOHC 2.4L (22R) 2.8L (5MGE) & 3.0L (7MGTE) inline 6 (1981-92) Supra 3.0L ( 2JZGE/GTE) inline 6 (1993-98) Supra VAUXHALL/OPEL 2.0L 16V 2.5L V6 Opel VOLKSWAGEN/AUDI Audi 5 cylinder, 10 valve Audi 5 cylinder, 20 valve Super Vee 1.8L & 2.0L, 8V Golf/Jetta 1.8L & 2.0L, 16V Golf/Jetta 2.8L & 2.9L VR6

THE COMPANY SPORT COMPACT

HEAD STUDS

(CONT.) 12-Point Nuts

12-Point Nuts U/C Studs

218-4701 218-4703 218-4702 207-4201 207-4203 207-4202

207-4701 207-4702 207-4205

202-4202 202-4203 202-4201 202-4206 202-4702 202-4301 202-4207 102-4701 202-4303 202-4701 165-4202 165-4201 260-4701 260-4702 203-4203 203-4204 203-4201 203-4202 203-4205

203-4701 203-4702

209-4301 209-4302

209-4701 209-4702

204-4205 204-4207 204-4202 204-4203 204-4204

204-4703 204-4704 204-4701 204-4702 204-4705

HEAD BOLTS HIGH PERFORMANCE SERIES

PROFESSIONAL SERIES

High Performance head bolts are made of 8740 chrome moly and available with a reduced wrenching hex or 12-point with a wide area flanged head. They are nominally rated at 180,000 psi and kits come complete with hardened parallel-ground washers.

All Pro Series bolts are designed for competition applications and are rated nominally at 200,000 psi. Available with undercut short bolts that can help eliminate head gasket failures through providing more “stretch” to balance the longer bolts and compensate for the additional compression of gaskets.

Please Refer to Main & Head Bolt Instructions on page 45.

Application

High Performance Hex 12-Point

Pro Series Hex 12-Point

BMW Mini Cooper

206-3601

HOLDEN 308 cid

205-3601

205-3701

254-3703

TOYOTA 2.8L (5MGE) & 3.0L (7MGTE) inline 6 (1981-92) Supra

203-3902

800-826-3045

SPORT THE COMPACT COMPANY

MAIN STUDS ARP main studs are manufactured from 8740 chrome moly steel, heat-treated in-house to 200,000 psi tensile strength, and precision J-form threads rolled after heat-treat to create a fastener that has threads 1000% stronger than others. All kits come complete with hardened parallel-ground washers and aerospace quality nuts. Reduce crankshaft flex and main cap freeting with these premium quality main studs. Donâ&#x20AC;&#x2122;t settle for anything less than the best! Application

2-Bolt Main

BMC/TRIUMPH

4-Bolt Main

Application

2-Bolt Main

MITSUBISHI (continued)

A Series

206-5401

2.6L (G54B)

B Series (3 cap main)

206-5402

3.0L (6G72) V6 (1993 & later)

207-5402 207-5801

NISSAN/DATSUN

B Series (5 cap main)

206-5403

2.0L SOHC TR7

206-5404

L20 Series 4-cylinder

202-5401

Austin Healey 6 cylinder

206-5405

L24, L26 & L28 Series 6-cylinder

202-5406

2.0L (SR20DE/DET)

202-5402

DODGE 2.0L SOHC/DOHC Neon w/ block #4667642

141-5801

3.5L (VQ35) DOHC V6

202-5801

TOYOTA

FORD, 4-CYLINDER 1600cc Escort

151-5403

1.6L (4AGE) & 2.0L (3SFE) DOHC

203-5403

2.0L Zetec

151-5404

2.0L (3SGTE) DOHC

203-5404

2000cc Pinto

151-5401

2.4L (22R)

203-5406

2300cc Pinto

151-5402

3.0L (7MGTE) inline 6 (1986-92) Supra w/ bolts for #3 cap

203-5402

3.0L (2JZGE/GTE) inline 6 (1993-98) Supra

203-5405

HONDA/ACURA 1.6L (B16A) (12 pt nuts)

208-5402

1.8L (B18C1) Acura

208-5403

1.8L (B18A1/B1) Acura

208-5404

2.2L (H22A) & 2.3L (H23A) (12 pt nuts)

208-5401

2.3L DOHC 16V (2003 & later)

VAUXHALL/OPEL 2.0L 16 valve

209-5401

2.5L V6

209-5402

VOLKSWAGEN

MAZDA 1.6L (B6) & 1.8L (BP) DOHC Miata (12 pt nuts)

4-Bolt Main

218-5401 218-5402

1.6L & 2.0L Rabbit, Golf and Jetta

204-5402

2.8L & 2.9L VR6

204-5403

MITSUBISHI 2.0L (4G63) DOHC

207-5401

MAIN BOLTS Far superior to any other main bolt kit offered for use in competition engines. ARP main bolts are designed to meet the exacting standards and demands of professional engine builders. Forged from 8740 chrome moly, all bolts feature generous under-head radius and rolled threads for the utmost reliability. The threads are rolled after heat-treating, which gives them about 1000% longer fatigue life than most main bolts, which are threaded prior to heattreating. Available in the popular High Performance Series, which, Application Pro Series at a nominal rating of 180,000 MGB psi, is a premium replacement for 2 cap main 206-5001 OEM fasteners, or the 200,000 5 cap main 206-5002 psi nominal rated Pro Series, application-specific main bolts SUBARU with reduced wrenching head and 2.0L, 2.2L & 2.5L SOHC/DOHC EJ Series 260-5401 are designed for use in competiCrankcase thru bolt kit tion applications. Parallel-ground, TOYOTA hardened washers are included 1.6L (4AGE) DOHC

203-5001

800-826-3045

ARP engineers have developed a number of special fasteners for Porsche 911 and 930 Turbo applications that provide the reliability needed for serious competition. These fasteners are manufactured from high grade materials, and are superior to OEM Porsche bolts and studs. A number of special rod bolts are also available for Porsche engines. They are listed on pages 32 and 71 of this catalog.

Application

Part No.

Case stud kit, 911-930 Turbo

504-9501

Trans mount stud kit, 911-930 Turbo

504-9502

Crankcase thru bolt kit, 3.0L-3.3L (1992 & earlier)

204-5405

Crankcase thru bolt kit, ’89 964 and 993, ’90-’98 all 3.6L & 3.8L

204-5406

Head stud kit, 996

204-4210

Head stud kit, 911-930 Turbo

204-4206

STAINLESS ACCESSORY STUDS Great for Intake & Exhaust Systems

ARP has developed an innovative multi-purposes accessory stud that can be used for exhaust systems, intake manifold and a host of other uses. The studs are manufactured from a proprietary alloy developed by ARP (Stainless 300) and are impervious to the rust and corrosion that plagues ordinary fasteners. This stainless steel alloy is nominally rated at 170,000 psi tensile strength, which is substantially stronger than Grade 8 hardware. Ideally suited for installing exhaust headers, the 8mm studs have a unique “nut starter” nose and a hex-broached tip – which allows the studs to easily be installed using an Allen wrench. The studs come with “easy wrenching” 12-point nuts, which work great in the tightest of quarters. Flat washers are also included. Offered in five different lengths, in quantities of 4, 8, 10 and 16-packs.

Application

THE COMPANY SPORT COMPACT

PORSCHE SPECIALTY FASTENERS

4-Pack

8-Pack

10-Pack

16-Pack

M8 x 1.25 x 32mm (1.250˝)

400-8001

400-8011

400-8021

400-8031

M8 x 1.25 x 38mm (1.500˝)

400-8002

400-8012

400-8022

400-8032

M8 x 1.25 x 45mm (1.750˝)

400-8003

400-8013

400-8023

400-8033

M8 x 1.25 x 51mm (2.000˝)

400-8004

400-8014

400-8024

400-8034

M8 x 1.25 x 57mm (2.250˝)

400-8005

400-8015

400-8025

400-8035

NOTE: #400-8014 fits SOHC & DOHC Neon (exhaust) and #400-8024 fits Neon & PT Cruiser (2.4L engine)

CAM TOWER STUD KIT Camshaft positioning is critical on overhead cam engines and ARP makes sure that the cam towers are properly secured through use of these durable studs. They’re made from 8740 chrome moly steel, with threads rolled after heat treat to ensure the optimum fatigue strength. Far superior to OEM fasteners.

Application

Part No.

CHRYSLER/DODGE 2.0L DOHC & 2.4L DOHC (head #4667086)

141-1001

800-826-3045

BULK THE FASTENERS COMPANY

STAINLESS STEEL & CHROME MOLY 5-PACKS WITH WASHERS

Stainless Steel & Chrome Moly Bolts

NOTE:

Available In Sizes From 1/4˝ to 7/16˝

Packed 5 on a card with washers

With Underhead Lengths Ranging From 1/2˝ to 5˝. Hex or 12-Pt. Heads. Packaged In Convenient 5-Pack Cards. Now you can use premium quality ARP stainless steel or chrome moly fasteners to install most anything on a car, boat or trailer. The specially alloyed “ARP 300” stainless steel and heat-treated 8740 chrome moly bolts (black oxide finish) are nominally rated at 170,000 psi tensile strength to provide a substantial extra margin of safety over Grade 8 hardware. What’s more, you can’t beat the gorgeous looks of ARP’s specially polished stainless steel fasteners, and their ability to resist rust. They’re truly maintenance free!

You can get 5-packs (washers included) of any size bolt from 1/4˝ to 7/16˝ in lengths ranging from 1/2˝ to 5˝, with a choice of hex or 12-point heads. Matching nuts are also available (see pages 82-83).

800-826-3045

Diameter - Pitch

UHL

Wrenching

Black Oxide

Stainless

Hex

12 point

Hex

12 point

1/4˝ BOLTS, 5/16˝ WRENCHING, STANDARD THREAD 1/4-20

0.515

5/16

650-0515

640-0515

621-0515

611-0515

1/4-20

0.750

5/16

650-0750

640-0750

621-0750

611-0750

1/4-20

1.000

5/16

650-1000

640-1000

621-1000

611-1000

1/4-20

1.250

5/16

650-1250

640-1250

621-1250

611-1250

1/4-20

1.500

5/16

650-1500

640-1500

621-1500

611-1500

1/4-20

1.750

5/16

650-1750

640-1750

621-1750

611-1750

1/4-20

2.000

5/16

650-2000

640-2000

621-2000

611-2000

1/4-20

2.250

5/16

650-2250

640-2250

621-2250

611-2250

1/4-20

2.500

5/16

650-2500

640-2500

621-2500

611-2500

1/4-20

2.750

5/16

650-2750

640-2750

621-2750

611-2750

1/4-20

3.000

5/16

650-3000

640-3000

621-3000

611-3000

1/4-20

3.250

5/16

650-3250

640-3250

621-3250

611-3250

1/4-20

3.500

5/16

650-3500

640-3500

621-3500

611-3500

1/4-20

3.750

5/16

650-3750

640-3750

621-3750

611-3750

1/4-20

4.000

5/16

650-4000

640-4000

621-4000

611-4000

1/4-20

4.250

5/16

650-4250

640-4250

621-4250

611-4250

1/4-20

4.500

5/16

650-4500

640-4500

621-4500

611-4500

THE COMPANY BULK FASTENERS

STANDARD BOLT 5-PACKS

5/16˝ BOLTS, 3/8˝ WRENCHING, STANDARD THREAD 5/16-18

0.560

3/8

651-0560

641-0560

622-0560

612-0560

5/16-18

0.750

3/8

651-0750

641-0750

622-0750

612-0750

5/16-18

1.000

3/8

651-1000

641-1000

622-1000

612-1000

5/16-18

1.250

3/8

651-1250

641-1250

622-1250

612-1250

5/16-18

1.500

3/8

651-1500

641-1500

622-1500

612-1500

5/16-18

1.750

3/8

651-1750

641-1750

622-1750

612-1750

5/16-18

2.000

3/8

651-2000

641-2000

622-2000

612-2000

5/16-18

2.250

3/8

651-2250

641-2250

622-2250

612-2250

5/16-18

2.500

3/8

651-2500

641-2500

622-2500

612-2500

5/16-18

2.750

3/8

651-2750

641-2750

622-2750

612-2750

5/16-18

3.000

3/8

651-3000

641-3000

622-3000

612-3000

5/16-18

3.250

3/8

651-3250

641-3250

622-3250

612-3250

5/16-18

3.500

3/8

651-3500

641-3500

622-3500

612-3500

5/16-18

3.750

3/8

651-3750

641-3750

622-3750

612-3750

5/16-18

4.000

3/8

651-4000

641-4000

622-4000

612-4000

5/16-18

4.250

3/8

651-4250

641-4250

622-4250

612-4250

5/16-18

4.500

3/8

651-4500

641-4500

622-4500

612-4500

5/16-18

4.750

3/8

651-4750

641-4750

622-4750

612-4750

5/16-18

5.000

3/8

651-5000

641-5000

622-5000

612-5000

3/8˝ BOLTS, 3/8˝ WRENCHING, STANDARD THREAD 3/8-16

0.500

3/8

652-0500

642-0500

623-0500

613-0500

3/8-16

0.750

3/8

652-0750

642-0750

623-0750

613-0750

3/8-16

1.000

3/8

652-1000

642-1000

623-1000

613-1000

3/8-16

1.250

3/8

652-1250

642-1250

623-1250

613-1250

3/8-16

1.500

3/8

652-1500

642-1500

623-1500

613-1500

3/8-16

1.750

3/8

652-1750

642-1750

623-1750

613-1750

3/8-16

2.000

3/8

652-2000

642-2000

623-2000

613-2000

3/8-16

2.250

3/8

652-2250

642-2250

623-2250

613-2250

3/8-16

2.500

3/8

652-2500

642-2500

623-2500

613-2500

3/8-16

2.750

3/8

652-2750

642-2750

623-2750

613-2750

3/8-16

3.000

3/8

652-3000

642-3000

623-3000

613-3000

3/8-16

3.250

3/8

652-3250

642-3250

623-3250

613-3250

3/8-16

3.500

3/8

652-3500

642-3500

623-3500

613-3500

3/8-16

3.750

3/8

652-3750

642-3750

623-3750

613-3750

3/8-16

4.000

3/8

652-4000

642-4000

623-4000

613-4000

800-826-3045

BULK THE FASTENERS COMPANY

STANDARD BOLT 5-PACKS Diameter - Pitch

UHL

Wrenching

(CONT.)

Black Oxide

Stainless

Hex

12 point

Hex

12 point

3/8˝ BOLTS, 3/8˝ WRENCHING, STANDARD THREAD (CONTINUED) 3/8-16

4.250

3/8

652-4250

642-4250

623-4250

613-4250

3/8-16

4.500

3/8

652-4500

642-4500

623-4500

613-4500

3/8-16

4.750

3/8

652-4750

642-4750

623-4750

613-4750

3/8-16

5.000

3/8

652-5000

642-5000

623-5000

613-5000

3/8˝ BOLTS, 7/16˝ WRENCHING, STANDARD THREAD 3/8-16

0.750

7/16

654-0750

644-0750

625-0750

615-0750

3/8-16

1.000

7/16

654-1000

644-1000

625-1000

615-1000

3/8-16

1.250

7/16

654-1250

644-1250

625-1250

615-1250

3/8-16

1.500

7/16

654-1500

644-1500

625-1500

615-1500

3/8-16

1.750

7/16

654-1750

644-1750

625-1750

615-1750

3/8-16

2.000

7/16

654-2000

644-2000

625-2000

615-2000

3/8-16

2.250

7/16

654-2250

644-2250

625-2250

615-2250

3/8-16

2.500

7/16

654-2500

644-2500

625-2500

615-2500

3/8-16

2.750

7/16

654-2750

644-2750

625-2750

615-2750

3/8-16

3.000

7/16

654-3000

644-3000

625-3000

615-3000

3/8-16

3.250

7/16

654-3250

644-3250

625-3250

615-3250

3/8-16

3.500

7/16

654-3500

644-3500

625-3500

615-3500

3/8-16

3.750

7/16

654-3750

644-3750

625-3750

615-3750

3/8-16

4.000

7/16

654-4000

644-4000

625-4000

615-4000

7/16˝ BOLTS, STANDARD THREAD, 1/2˝ WRENCHING 7/16-14

1.500

1/2

655-1500

645-1500

624-1500

614-1500

7/16-14

1.750

1/2

655-1750

645-1750

624-1750

614-1750

7/16-14

2.000

1/2

655-2000

645-2000

624-2000

614-2000

7/16-14

2.250

1/2

655-2250

645-2250

624-2250

614-2250

7/16-14

2.500

1/2

655-2500

645-2500

624-2500

614-2500

7/16-14

2.750

1/2

655-2750

645-2750

624-2750

614-2750

7/16-14

3.000

1/2

655-3000

645-3000

624-3000

614-3000

7/16-14

3.250

1/2

655-3250

645-3250

624-3250

614-3250

7/16-14

3.500

1/2

655-3500

645-3500

624-3500

614-3500

7/16-14

3.750

1/2

655-3750

645-3750

624-3750

614-3750

7/16-14

4.000

1/2

655-4000

645-4000

624-4000

614-4000

7/16-14

4.250

1/2

655-4250

645-4250

624-4250

614-4250

7/16-14

4.500

1/2

655-4500

645-4500

624-4500

614-4500

7/16-14

4.750

1/2

655-4750

645-4750

624-4750

614-4750

7/16-14

5.000

1/2

655-5000

645-5000

624-5000

614-5000

7/16˝ BOLTS, STANDARD THREAD, 7/16˝ WRENCHING 7/16-14

1.500

7/16

653-1500

643-1500

626-1500

616-1500

7/16-14

1.750

7/16

653-1750

643-1750

626-1750

616-1750

7/16-14

2.000

7/16

653-2000

643-2000

626-2000

616-2000

7/16-14

2.250

7/16

653-2250

643-2250

626-2250

616-2250

7/16-14

2.500

7/16

653-2500

643-2500

626-2500

616-2500

7/16-14

2.750

7/16

653-2750

643-2750

626-2750

616-2750

7/16-14

3.000

7/16

653-3000

643-3000

626-3000

616-3000

7/16-14

3.250

7/16

653-3250

643-3250

626-3250

616-3250

7/16-14

3.500

7/16

653-3500

643-3500

626-3500

616-3500

7/16-14

3.750

7/16

653-3750

643-3750

626-3750

616-3750

7/16-14

4.000

7/16

653-4000

643-4000

626-4000

616-4000

7/16-14

4.250

7/16

653-4250

643-4250

626-4250

616-4250

7/16-14

4.500

7/16

653-4500

643-4500

626-4500

616-4500

7/16-14

4.750

7/16

653-4750

643-4750

626-4750

616-4750

7/16-14

5.000

7/16

653-5000

643-5000

626-5000

616-5000

800-826-3045

Diameter - Pitch

UHL

Wrenching

Black Oxide

Stainless

Hex

12 point

Hex

12 point

750-0515

740-0515

721-0515

711-0515

1/4˝ BOLTS, 5/16˝ WRENCHING, FINE THREAD 1/4-28

.515

5/16

1/4-28

.750

5/16

750-0750

740-0750

721-0750

711-0750

1/4-28

1.000

5/16

750-1000

740-1000

721-1000

711-1000

1/4-28

1.250

5/16

750-1250

740-1250

721-1250

711-1250

1/4-28

1.500

5/16

750-1500

740-1500

721-1500

711-1500

1/4-28

1.750

5/16

750-1750

740-1750

721-1750

711-1750

1/4-28

2.000

5/16

750-2000

740-2000

721-2000

711-2000

1/4-28

2.250

5/16

750-2250

740-2250

721-2250

711-2250

1/4-28

2.500

5/16

750-2500

740-2500

721-2500

711-2500

1/4-28

2.750

5/16

750-2750

740-2750

721-2750

711-2750

1/4-28

3.000

5/16

750-3000

740-3000

721-3000

711-3000

1/4-28

3.250

5/16

750-3250

740-3250

721-3250

711-3250

1/4-28

3.500

5/16

750-3500

740-3500

721-3500

711-3500

1/4-28

3.750

5/16

750-3750

740-3750

721-3750

711-3750

1/4-28

4.000

5/16

750-4000

740-4000

721-4000

711-4000

1/4-28

4.250

5/16

750-4250

740-4250

721-4250

711-4250

1/4-28

4.500

5/16

750-4500

740-4500

721-4500

711-4500

THE COMPANY BULK FASTENERS

FINE THREAD BOLT 5-PACKS

5/16˝ BOLTS, 3/8˝ WRENCHING, FINE THREAD 5/16-24

.560

3/8

751-0560

741-0560

722-0560

712-0560

5/16-24

.750

3/8

751-0750

741-0750

722-0750

712-0750

5/16-24

1.000

3/8

751-1000

741-1000

722-1000

712-1000

5/16-24

1.250

3/8

751-1250

741-1250

722-1250

712-1250

5/16-24

1.500

3/8

751-1500

741-1500

722-1500

712-1500

5/16-24

1.750

3/8

751-1750

741-1750

722-1750

712-1750

5/16-24

2.000

3/8

751-2000

741-2000

722-2000

712-2000

5/16-24

2.250

3/8

751-2250

741-2250

722-2250

712-2250

5/16-24

2.500

3/8

751-2500

741-2500

722-2500

712-2500

5/16-24

2.750

3/8

751-2750

741-2750

722-2750

712-2750

5/16-24

3.000

3/8

751-3000

741-3000

722-3000

712-3000

5/16-24

3.250

3/8

751-3250

741-3250

722-3250

712-3250

5/16-24

3.500

3/8

751-3500

741-3500

722-3500

712-3500

5/16-24

3.750

3/8

751-3750

741-3750

722-3750

712-3750

5/16-24

4.000

3/8

751-4000

741-4000

722-4000

712-4000

5/16-24

4.250

3/8

751-4250

741-4250

722-4250

712-4250

5/16-24

4.500

3/8

751-4500

741-4500

722-4500

712-4500

5/16-24

4.750

3/8

751-4750

741-4750

722-4750

712-4750

5/16-24

5.000

3/8

751-5000

741-5000

722-5000

712-5000

3/8

752-0500

742-0500

723-0500

713-0500

3/8˝ BOLTS, 3/8˝ WRENCHING, FINE THREAD 3/8-24

.500

3/8-24

.750

3/8

752-0750

742-0750

723-0750

713-0750

3/8-24

1.000

3/8

752-1000

742-1000

723-1000

713-1000

3/8-24

1.250

3/8

752-1250

742-1250

723-1250

713-1250

3/8-24

1.500

3/8

752-1500

742-1500

723-1500

713-1500

3/8-24

1.750

3/8

752-1750

742-1750

723-1750

713-1750

3/8-24

2.000

3/8

752-2000

742-2000

723-2000

713-2000

3/8-24

2.250

3/8

752-2250

742-2250

723-2250

713-2250

800-826-3045

BULK THE FASTENERS COMPANY

FINE THREAD BOLT 5-PACKS Diameter/Pitch

UHL

Wrenching

(CONT.)

Black Oxide

Stainless

Hex

12 point

Hex

12 point

3/8˝ BOLTS, 3/8˝ WRENCHING, FINE THREAD (CONTINUED) 3/8-24

2.500

3/8

752-2500

742-2500

723-2500

713-2500

3/8-24

2.750

3/8

752-2750

742-2750

723-2750

713-2750

3/8-24

3.000

3/8

752-3000

742-3000

723-3000

713-3000

3/8-24

3.250

3/8

752-3250

742-3250

723-3250

713-3250

3/8-24

3.500

3/8

752-3500

742-3500

723-3500

713-3500

3/8-24

3.750

3/8

752-3750

742-3750

723-3750

713-3750

3/8-24

4.000

3/8

752-4000

742-4000

723-4000

713-4000

3/8-24

4.250

3/8

752-4250

742-4250

723-4250

713-4250

3/8-24

4.500

3/8

752-4500

742-4500

723-4500

713-4500

3/8-24

4.750

3/8

752-4750

742-4750

723-4750

713-4750

3/8-24

5.000

3/8

752-5000

742-5000

723-5000

713-5000

3/8˝ BOLTS, 7/16˝ WRENCHING, FINE THREAD 3/8-24

.750

7/16

754-0750

744-0750

725-0750

715-0750

3/8-24

1.000

7/16

754-1000

744-1000

725-1000

715-1000

3/8-24

1.250

7/16

754-1250

744-1250

725-1250

715-1250

3/8-24

1.500

7/16

754-1500

744-1500

725-1500

715-1500

3/8-24

1.750

7/16

754-1750

744-1750

725-1750

715-1750

3/8-24

2.000

7/16

754-2000

744-2000

725-2000

715-2000

3/8-24

2.250

7/16

754-2250

744-2250

725-2250

715-2250

3/8-24

2.500

7/16

754-2500

744-2500

725-2500

715-2500

3/8-24

2.750

7/16

754-2750

744-2750

725-2750

715-2750

3/8-24

3.000

7/16

754-3000

744-3000

725-3000

715-3000

3/8-24

3.250

7/16

754-3250

744-3250

725-3250

715-3250

3/8-24

3.500

7/16

754-3500

744-3500

725-3500

715-3500

3/8-24

3.750

7/16

754-3750

744-3750

725-3750

715-3750

3/8-24

4.000

7/16

754-4000

744-4000

725-4000

715-4000

7/16˝ BOLTS, 7/16˝ WRENCHING, FINE THREAD 7/16-20

1.000

7/16

753-1000

743-1000

724-1000

714-1000

7/16-20

1.250

7/16

753-1250

743-1250

724-1250

714-1250

7/16-20

1.500

7/16

753-1500

743-1500

724-1500

714-1500

7/16-20

1.750

7/16

753-1750

743-1750

724-1750

714-1750

7/16-20

2.000

7/16

753-2000

743-2000

724-2000

714-2000

7/16-20

2.250

7/16

753-2250

743-2250

724-2250

714-2250

7/16-20

2.500

7/16

753-2500

743-2500

724-2500

714-2500

7/16-20

2.750

7/16

753-2750

743-2750

724-2750

714-2750

7/16-20

3.000

7/16

753-3000

743-3000

724-3000

714-3000

7/16-20

3.250

7/16

753-3250

743-3250

724-3250

714-3250

7/16-20

3.500

7/16

753-3500

743-3500

724-3500

714-3500

7/16-20

3.750

7/16

753-3750

743-3750

724-3750

714-3750

7/16-20

4.000

7/16

753-4000

743-4000

724-4000

714-4000

7/16-20

4.250

7/16

753-4250

743-4250

724-4250

714-4250

7/16-20

4.500

7/16

753-4500

743-4500

724-4500

714-4500

7/16-20

4.750

7/16

753-4750

743-4750

724-4750

714-4750

7/16-20

5.000

7/16

753-5000

743-5000

724-5000

714-5000

800-826-3045

Diameter x Pitch M6 BOLTS, 1.00 PITCH M6 x 1.00 M6 x 1.00 M6 x 1.00 M6 x 1.00 M6 x 1.00 M6 x 1.00 M6 x 1.00 M6 x 1.00 M6 x 1.00 M6 x 1.00 M6 x 1.00 M6 x 1.00 M6 x 1.00 M6 x 1.00 M6 x 1.00 M6 x 1.00 M6 x 1.00 M6 x 1.00 M8 BOLTS, 1.25 PITCH M8 x 1.25 M8 x 1.25 M8 x 1.25 M8 x 1.25 M8 x 1.25 M8 x 1.25 M8 x 1.25 M8 x 1.25 M8 x 1.25 M8 x 1.25 M8 x 1.25 M8 x 1.25 M8 x 1.25 M8 x 1.25 M8 x 1.25 M8 x 1.25 M8 x 1.25 M8 x 1.25 M10 BOLTS, 1.25 PITCH M10 x 1.25 M10 x 1.25 M10 x 1.25 M10 x 1.25 M10 x 1.25 M10 x 1.25 M10 x 1.25 M10 x 1.25 M10 x 1.25 M10 x 1.25 M10 x 1.25 M10 x 1.25 M10 BOLTS, 1.50 PITCH M10 x 1.50 M10 x 1.50 M10 x 1.50 M10 x 1.50 M10 x 1.50 M10 x 1.50 M10 x 1.50 M10 x 1.50 M10 x 1.50 M10 x 1.50 M10 x 1.50 M10 x 1.50 M10 x 1.50

UHL

Wrenching

12 16 20 25 30 35 40 45 50 55 60 65 70 75 80 90 100 135

Black Oxide

Stainless

Hex

12 point

Hex

12 point

8mm 8mm 8mm 8mm 8mm 8mm 8mm 8mm 8mm 8mm 8mm 8mm 8mm 8mm 8mm 8mm 8mm 8mm

660-1016 660-1017 660-1001 660-1002 660-1003 660-1004 660-1005 660-1006 660-1007 660-1008 660-1009 660-1010 660-1011 660-1012 660-1013 660-1014 660-1015 660-1018

670-1016 670-1017 670-1001 670-1002 670-1003 670-1004 670-1005 670-1006 670-1007 670-1008 670-1009 670-1010 670-1011 670-1012 670-1013 670-1014 670-1015 670-1018

760-1016 760-1017 760-1001 760-1002 760-1003 760-1004 760-1005 760-1006 760-1007 760-1008 760-1009 760-1010 760-1011 760-1012 760-1013 760-1014 760-1015 760-1018

770-1016 770-1017 770-1001 770-1002 770-1003 770-1004 770-1005 770-1006 770-1007 770-1008 770-1009 770-1010 770-1011 770-1012 770-1013 770-1014 770-1015 770-1018

12 16 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 100

10mm 10mm 10mm 10mm 10mm 10mm 10mm 10mm 10mm 10mm 10mm 10mm 10mm 10mm 10mm 10mm 10mm 10mm

661-1016 661-1017 661-1001 661-1002 661-1003 661-1004 661-1005 661-1006 661-1007 661-1008 661-1009 661-1010 661-1011 661-1012 661-1013

671-1016 671-1017 671-1001 671-1002 671-1003 671-1004 671-1005 671-1006 671-1007 671-1008 671-1009 671-1010 671-1011 671-1012 671-1013

761-1016 761-1017 761-1001 761-1002 761-1003 761-1004 761-1005 761-1006 761-1007 761-1008 761-1009 761-1010 761-1011 761-1012 761-1013

661-1014 661-1015

671-1014 671-1015

761-1014 761-1015

771-1016 771-1017 771-1001 771-1002 771-1003 771-1004 771-1005 771-1006 771-1007 771-1008 771-1009 771-1010 771-1011 771-1012 771-1013 771-1018 771-1014 771-1015

20 25 30 35 40 45 50 60 70 80 90 100

12mm 12mm 12mm 12mm 12mm 12mm 12mm 12mm 12mm 12mm 12mm 12mm

663-1001 663-1002 663-1003 663-1004 663-1005 663-1006 663-1007 663-1008 663-1009 663-1010 663-1011 663-1012

673-1001 673-1002 673-1003 673-1004 673-1005 673-1006 673-1007 673-1008 673-1009 673-1010 673-1011 673-1012

763-1001 763-1002 763-1003 763-1004 763-1005 763-1006 763-1007 763-1008 763-1009 763-1010 763-1011 763-1012

773-1001 773-1002 773-1003 773-1004 773-1005 773-1006 773-1007 773-1008 773-1009 773-1010 773-1011 773-1012

20 25 30 35 40 45 50 60 65 70 80 90 100

12mm 12mm 12mm 12mm 12mm 12mm 12mm 12mm 12mm 12mm 12mm 12mm 12mm

662-1001 662-1002 662-1003 662-1004 662-1005 662-1006 662-1007 662-1008

672-1001 672-1002 672-1003 672-1004 672-1005 672-1006 672-1007 672-1008

762-1001 762-1002 762-1003 762-1004 762-1005 762-1006 762-1007 762-1008

662-1009 662-1010 662-1011 662-1012

672-1009 672-1010 672-1011 672-1012

762-1009 762-1010 762-1011 762-1012

772-1001 772-1002 772-1003 772-1004 772-1005 772-1006 772-1007 772-1008 772-1013 772-1009 772-1010 772-1011 772-1012

Red part numbers indicate new items

800-826-3045

THE COMPANY BULK FASTENERS

METRIC BOLT 5-PACKS

BULK THE FASTENERS COMPANY

STANDARD & NYLOC 5-PACKS

Stainless Hex

Black Oxide Hex

Stainless Nyloc Hex

Cad Plated Nyloc Hex

STANDARD THREAD 1/4-20

400-8651

200-8651

400-8661

200-8661

5/16-18

400-8652

200-8652

400-8662

200-8662

3/8-16

400-8654

200-8654

400-8664

200-8664

7/16-14

400-8656

200-8656

400-8666

200-8666

1/2-13

400-8657

200-8657

400-8667

200-8667

FINE THREAD

To compliment ARP “bulk” 5-pack chrome moly and stainless steel fasteners we have assembled matching groups of nuts. They, too, come in convenient 5-pack skin cards. Take your pick from stainless steel and black oxide finished standard nuts and stainless steel Nyloc self-locking nuts.

1/4-28

400-8751

400-8761

5/16-24

400-8752

400-8762

3/8-24

400-8754

400-8764

7/16-20

400-8756

400-8766

1/2-20

400-8757

400-8767

HEX NUTS

Constructed from the finest aerospace-quality materials, these hex nuts are available in most sizes to meet your needs. All hex nuts meet ARP’s exacting quality control standards and are black oxided. All hex nuts are rated 180,000 psi tensile strength.

Socket Size

Hex (1 PC bulk)

Hex (2 PC-Pack)

Hex (10 PC-Pack)

1/4-28 (1)

7/16

200-8601

200-8621

200-8631

5/16-24

1/2

200-8602

200-8622

200-8632

11/32-24

1/2

200-8603

200-8623

200-8633

3/8-24

9/16

200-8604

200-8624

200-8634

7/16-20

5/8

200-8605

200-8625

200-8635

7/16-20

11/16

200-8606

200-8626

200-8636

1/2-20

3/4

200-8607

200-8627

200-8637

9/16-18

7/8

200-8608

200-8628

200-8638 (1) cad-plated

Thread Size

12-POINT NUTS

Thread Size

Socket Size

12-Point (1 Pc Bulk)

12-Point (2 Pc-Pack)

12-Point (10 Pc-Pack)

12-Point (SS per PC)

5/16

300-8300

300-8320

300-8330

400-8300 400-8301

STANDARD 1/4-28

Available in a variety of sizes to suit your needs, all ARP 12-point nuts are constructed from aerospace-quality materials and meet their high standards of excellence. Rated 180,000 psi tensile strength.

5/16-24

3/8

300-8301

300-8321

300-8331

11/32-24

7/16

300-8373

300-8383

300-8393

3/8-24

7/16

300-8302

300-8322

300-8332

3/8-24

1/2

300-8371

300-8381

300-8391

3/8-24 (2)

1/2

300-8372

300-8382

300-8392

7/16-20

1/2

300-8303

300-8323

300-8333

7/16-20

9/16

300-8374

300-8384

300-8394

7/16-20 (3)

1/2

300-8375

300-8385

300-8395

1/2-20

9/16

300-8304

300-8324

300-8334

400-8302

400-8303

1/2-20

5/8

300-8306

300-8326

300-8336

9/16-18

11/16

300-8305

300-8325

300-8335

5/8-18

13/16

300-8309

300-8329

300-8339

M6 x 1.00

8mm

300-8370

300-8380

300-8390

400-8370

M8 x 1.00

10mm

300-8340

300-8350

300-8360

400-8340

M8 x 1.25

10mm

300-8310

300-8311

300-8312

400-8310

M9 x 1.00

11mm

300-8341

300-8351

300-8361

400-8341

M9 x 1.25

12mm

300-8342

300-8352

300-8362

M10 x 1.25*

12mm

300-8343

300-8353

300-8363

M10 x 1.25

12mm

300-8344

300-8354

300-8364

400-8344

M10 x 1.50

12mm

300-8345

300-8355

300-8365

400-8345

14mm

300-8347

300-8367

300-8387

400-8347

METRIC

STANDARD STAINLESS STEEL Socket Size

12-Point (1 PC bulk)

12-Point (2 PC-Pack)

12-Point (10 PC-Pack)

M12 x 1.00 M12 x 1.25

14mm

300-8307

300-8327

300-8337

400-8307

1/4-28

5/16

400-8300

400-8320

400-8330

M12 x 1.25*

14mm

300-8308

300-8328

300-8338

400-8308

7/16-20

1/2

400-8303

400-8323

400-8333

M12 x 1.75

14mm

300-8376

300-8386

300-8396

Thread Size

*small collar

(2) .645 flange

(3) .600 flange

800-826-3045

These serrated hex nuts with flanged collars are available especially for carburetor, valve cover, front cover, oil pan studs and windage tray studs. Made from premium-quality material, they are cad-plated. All general purpose nuts are rated 150,000 psi tensile strength. Thread Size Note: Do not use on cylinder heads, mains, or rods!

Socket Size

Hex (1 PC bulk)

Hex (2 PC-Pack)

Hex (10 PC-Pack)

Hex SS (1 PC bulk)

1/4-28

7/16

200-8609

200-8629

200-8639

400-8609

5/16-24

1/2

200-8610

200-8620

200-8630

400-8610

5/16-24 (4)

1/2

200-8645

200-8655

200-8665

3/8-24 M10 x 1.25

PLATE NUTS

9/16

200-8600

200-8640

200-8650

12mm

200-8663

200-8673

200-8683 (4) non-serrated

Red part numbers indicate new items

Plate Nuts are a quick and efficient way to provide a captive self-locking nut wherever you might need one. Ideal for use in difficult to reach areas, particularly when in a hurry. Available in a wide variety, these represent a selection of popular applications. Can be riveted, screwed or welded in position. Made of carbon alloy steel. Finished in cadmium and chromate.

Size

NAS

Part No.

THE COMPANY BULK FASTENERS

SERRATED FLANGE NUTS

FLOATING, WITH REPLACEABLE NUT 10-32

-3

200-9111

1/4-28

-4

200-9112

5/16-24

-5

200-9113

-3

200-9101

2-LUG, FIXED 10-32

Right Angle, Miniature Floating Panel Fastener

1/4-28

-4

200-9102

5/16-24

-5

200-9103

3/8-24

-6

200-9104

2-LUG FIXED WITH COUNTER SUNK RIVET HOLES 10-32

-3

200-9106

1/4-28

-4

200-9107

5/16-24

-5

200-9108

RIGHT ANGLE, MINIATURE FLOATING PANEL FASTENER 4-40

200-9121

6-32

200-9122

SELF-LOCKING NUTS For high stress, high temperature and severe vibration â&#x20AC;&#x201C; all metal six point Jet-nuts and 12-point K-nuts are ideal for use practically everywhere. Features include elliptically offset, light weight, temperature resistant, positive locking and almost indefinitely reusable. The upper portion of the nut is distorted or offset elliptically. The elastic deformation creates a friction hold sufficient to lock the nut. Made of carbon-alloy steel, cadmium and chromate finish. Size

NAS

Part No.

Size

NAS

Part No.

12-POINT REDUCED WRENCHING

HEX (JET NUT) -3

200-8101

10-32

-3

200-8201

1/4-28

-4

200-8102

1/4-28

-4

200-8202

5/16-24

-5

200-8103

5/16-24

-5

200-8203

3/8-24

-6

200-8104

3/8-24

-6

200-8204

10-32

HEX, 1/2 HEIGHT

HEX, 1/2 HEIGHT, DRILLED 1/4-28

-4

200-8113

10-32

-3

200-8107

5/16-24

-5

200-8114

1/4-28

-4

200-8108

5/16-24

-5

200-8109

3/8-24

-6

200-8110

800-826-3045

BULK THE FASTENERS COMPANY

SPECIAL PURPOSE WASHERS A true high performance washer from ARP, available in a variety of sizes and thickness, and with or without I.D. (inside diameter) chamfers. All are constructed from premium chrome moly and are parallel-ground, hardened, and finished in black oxide. Our 3/8˝ I.D. washers, for example, come in four different sizes (O.D.) and different thicknesses. Special connecting rod washers are available, as are some of the more popular metric sizes. All of the washers are available individually, with most of them also offered in handy 2-piece and 10-piece packages. Build up an inventory of these premium quality washers so you won’t get caught short when the need arises. Application PREMIUM CHROME MOLY, BLACK OXIDE Washer, no chamfer Washer, with chamfer Washer, no chamfer Washer, no chamfer Washer, with chamfer Washer, no chamfer, radiused O.D. Washer, no chamfer Washer, with chamfer Washer, no chamfer Washer, with chamfer Washer, no chamfer Washer, with chamfer Washer, with chamfer Washer, no chamfer Connecting rod washer, with chamfer Connecting rod washer, with chamfer Washer, no chamfer Washer, with chamfer Washer, with chamfer Washer, no chamfer Washer, with chamfer Washer, no chamfer Washer, no chamfer Washer, no chamfer Washer, no chamfer Washer, no chamfer Washer, no chamfer Washer, no chamfer STAINLESS STEEL Washer, with chamfer Washer, no chamfer Washer, with chamfer Washer, with chamfer Washer, no chamfer Washer, with chamfer Washer, with chamfer Washer, no chamfer Washer, with chamfer

Inside Dia.

Outside Dia.

Thickness

1 PC. Bulk

2 PC. Pack

10 PC. Pack

3/8 3/8 3/8 3/8 3/8 3/8 5/16 5/16 5/16 5/16 5/16 5/16 7/16 7/16 7/16 7/16 7/16 7/16 7/16 .471 1/2 1/2 9/16 8mm 10mm 10mm 12mm 12mm

5/8 5/8 .675 3/4 3/4 7/8 .550 .550 .675 .675 13/16 13/16 13/16 13/16 .675 3/4 3/4 3/4 7/8 1.300 7/8 7/8 1 .575 3/4 .850 3/4 7/8

.120˝ .062˝ .120˝ .120˝ .120˝ .150˝ .120˝ .120˝ .120˝ .120˝ .120˝ .120˝ .120˝ .120˝ .062˝ .073˝ .120˝ .120˝ .120˝ .120˝ .120˝ .120˝ .120˝ .062˝ .120˝ .120˝ .120˝ .120˝

200-8504 200-8505 200-8506 200-8507 200-8517 200-8508 200-8593 200-8594 200-8595 200-8575 200-8576 200-8577 200-8509 200-8510 200-8501 200-8502 200-8511 200-8518 200-8512 200-8429 200-8513 200-8514 200-8515 200-8641 200-8519 200-8590 200-8516 200-8500

200-8544 200-8675 200-8546 200-8677 200-8547 200-8678 200-8578 200-8579 200-8580 200-8581 200-8582 200-8583 200-8529 200-8520 200-8671 200-8672 200-8521 200-8548 200-8522 200-8439 200-8523 200-8524 200-8525 200-8642 200-8679 200-8591 200-8526 200-8527

200-8554 200-8685 200-8556 200-8687 200-8557 200-8688 200-8584 200-8585 200-8586 200-8587 200-8588 200-8589 200-8539 200-8530 200-8681 200-8682 200-8531 200-8558 200-8532 200-8449 200-8533 200-8534 200-8535 200-8643 200-8689 200-8592 200-8536 200-8537

5/16 3/8 3/8 7/16 6mm 10mm 10mm 10mm 10mm

.440 .720 .750 13/16 .990 .630 .750 .750 .865

.120˝ .120˝ .120˝ .120˝ .065˝ .075˝ .120˝ .120˝ .160˝

400-8530 400-8501 400-8507 400-8509 400-8676 400-8503 400-8519 400-8524 400-8502

400-8540 400-8504 400-8527 400-8529 400-8686 400-8523 400-8520 400-8534 400-8522

400-8550 400-8508 400-8537 400-8539 400-8696 400-8533 400-8521 400-8544 400-8532

Red part numbers indicate new items

GENERAL PURPOSE WASHERS Note: Do not use on cylinder heads, mains, or rods!

Inside Dia.

Quality washer for many applications, such as attaching accessories, chassis components, etc. They are not of the hardness required for use on cylinder heads, mains and connecting rods. Available in black oxide and stainless steel. Stainless demonstrates excellent corrosion resistance. Washers have over-sized I.D. (inside diameter) to clear most under-bolt head radii. Available for 1/4, 5/16, 3/8, 7/16, 1/2˝ and 10mm shank bolts and studs.

Outside Dia.

Thickness

Black Oxide

Stainless

Cad Plated 200-8416

1/4

1/2

.063˝

200-8401

200-8414

1/4

9/16

.063˝

200-8408

200-8409

5/16

9/16

.063˝

200-8402

200-8403

5/16

5/8

.063˝

200-8410

200-8411

3/8

5/8

.063˝

200-8404

200-8405

3/8

11/16

.075˝

200-8412

200-8413

7/16

3/4

.063˝

200-8406

200-8415

1/2

7/8

.063˝

10mm

3/4

.072˝

200-8417

200-8418

200-8419 200-8407

200-8421

200-8422

Red part numbers indicate new items

800-826-3045

These handy washers are made to protect the top of holes from galling or collapsing around studs or bolts. They’re ideal for head bolt holes, mid-motor plates, or any other high-wear area that requires a washer. Easy to install by just oversizing hole and pressing in washer. ARP Insert Washers are fully CNC machined from premium thruhardened 8740 stock.

Insert ID

1 PC-Bulk

2 PC-Pack

10 PC-Pack

1/4

Insert OD .318

OD Size .562

200-8560

200-8565

200-8570

5/16

.380

.625

200-8561

200-8566

200-8571

3/8

.443

.750

200-8562

200-8567

200-8572

7/16

.571

.812

200-8563

200-8568

200-8573

7/16

.529

.875

200-8596

200-8597

200-8598

1/2

.567

.875

200-8564

200-8569

200-8574

Note: Step washers for Ford applications also listed on head bolt pages

THE COMPANY BULK FASTENERS

INSERT WASHERS

STAND-OFF BRACKETS These handy devices are excellent for attaching hydraulic lines, control cables or wire bundles to the chassis. They’re stamped from 125,000 psi steel, heat-treated, and cadmium plated for extra durability. They have a ribbed back for extra strength. Attach with 10/32 bolts. Available in three heights.

Application

Height

Part No.

10.32 x .465˝ Height

200-9301

10.32 x .465˝ Height, radiused back

200-9305

10.32 x .665˝ Height

200-9302

10.32 x .865˝ Height

200-9303

WELD BUNGS ARP has introduced a line of premium quality weld-in bungs. The parts are CNC machined from solid aluminum billet (6061) or 1018 mild steel. Applications include, but are not limited to: oil or fuel tanks, radiators, valve covers, manifolds, and rear axle housings. Fittings are available with female pipe threads, male AN, and female O-ring types. The fittings come in sizes: 1/4, 3/8, 1/2, 3/4, and 1 inch sizes; NPT -6 thru -20 AN; and -6 thru 120 O-ring sizes.

NPT

AN Male

Aluminum

Steel

Aluminum

AN O-Ring Steel

Aluminum

Steel

Size

Part No.

Size

Part No.

Size

Part No.

Size

Part No.

Size

Part No.

Size

Part No.

1/4

800-8101

1/4

800-8201

AN6

800-8106

AN6

800-8206

-6

800-8112

-6

800-8212

3/8

800-8102

3/8

800-8202

AN8

800-8107

AN8

800-8207

-8

800-8113

-8

800-8213

1/2

800-8103

1/2

800-8203

AN10

800-8108

AN10

800-8208

-10

800-8114

-10

800-8214

3/4

800-8104

3/4

800-8204

AN12

800-8109

AN12

800-8209

-12

800-8115

-12

800-8215

800-8105

800-8205

AN16

800-8110

AN16

800-8210

-16

800-8116

-16

800-8216

AN20

800-8111

AN20

800-8211

-20

800-8117

-20

800-8217

800-826-3045

THE COMPANY TOOLS

ASSEMBLY LUBE & SEALER It’s difficult to determine the amount of torque required to provide the correct preload and clamp force of a given fastener. For example – when tightened, dry uncoated fasteners use up about 95% of the applied torque simply by overcoming the friction between the male and female threads. To ensure that all ARP fasteners provide the optimum level of service, the installed residual stress is calculated and verified experimentally using a superior quality lubricant. It is important to note that the friction coefficients of lubricants vary dramatically, making it difficult to consistently produce the exact amount of stress within the fastener to clamp the components together. That’s why ARP developed an ultra-consistent lubricant and recommend the use of our premium grade ASSEMBLY LUBRICANT or THREAD SEALER in order to precisely duplicate the recommended tightening specifications provided with all ARP fasteners. Assembly Lubricant • Premium grade Moly base with rust and corrosion inhibitors. • Effective lubrication range: -30˚F to 750˚F. • Load range: 500,000 psi. • Other applications: Primary assembly lube for engine components, press fitting, gear trains and general machinery. Thread Sealer • Teflon based w/rust & corrosion inhibitors. • Effective range: -30˚ to 550˚F. • Sealant range: 10,000 psi (pressure). • Application: delivers a flexible leak-proof seal in aluminum, steel, stainless steel and plastic against coolants, water, gasoline, natural gas and LPG.

Product Assembly Lubricant (0.5 fl. oz.)

Part # 100-9902

Assembly Lubricant (1.69 fl. oz.)

100-9903

Assembly Lubricant (1 pt. brush top container)

100-9905

Assembly Lubricant (1/2 pt. brush top container)

100-9906

Thread Sealer (1.69 fl. oz.)

100-9904

NOTE: These products are formulated for use on fasteners. Not recommended for use on rotating components.

• Designed for use with bolts

TOP ENGINE BUILDERS INSIST ON ARP! Master engine builders in all forms of racing know that it takes ARP fasteners to win races and championships.

They know that ARP makes the best fasteners in the business. If you’re not using ARP, then what are you waiting on?

Austin Coil Crew Chief John Force Racing

Mark Cronquist Chief Engine Builder Joe Gibbs Racing

Rick Mann Chief Engine Builder RCR Engines

800-826-3045

ARP’s handy thread cleaning chaser taps are designed with correct thread pitch and diameter to clean dirty blind or thru holes. Taps come in five USS sizes: 1/4˝, 5/16˝, 3/8˝, 7/16˝ and 1/2˝, as well as metric. They are sold individually or in sets. Please note that these are strictly cleaning taps and are not designed to cut thread. They are a handy addition to the tool box of any serious engine builder and an essential aid to preparing any block for final assembly. Don’t take a chance on weakening block and cylinder head threads. Use these handy thread cleaning chasers whenever possible!

Size

Part No.

1/4-20

911-0001

5/16-18

911-0002

3/8-16

911-0003

7/16-14

911-0004

1/2-13

911-0005

Combination Sets

Part No.

M8 x 1.25

912-0001

M10 x 1.25

912-0002

M10 x 1.50

912-0003

M11 x 1.25

912-0004

M11 x 1.50

912-0005

M11 x 2.00

912-0011

M12 x 1.25

912-0006

M12 x 1.50

912-0007

M12 x 1.75

912-0008

Specs

Part No.

1/4 through 1/2

911-0006

Metric Combo Pack, 4-pc

1.25 Pitch

912-0009

Metric Combo Pack, 4-pc

1.50 & 1.75 Pitch

912-0010

USS Combo Pack. 5-pc

THE COMPANY TOOLS

THREAD CLEANING CHASERS

SPARK PLUG INDEXER By allowing you to consistently position spark plug ground electrodes out of harm’s way, the ARP indexing tool takes the guess-work out of installing spark plugs where the combustion chamber and high dome piston clearances is critical. Designed to fit in the palm of your hand, this tool eliminates the need to perform cylinder head calibration. Best of all, the ARP indexer is made from aluminum alloy with precision machined threads that allows you to proof the quality of spark plug threads before installation in expensive cylinder heads. Anodized for protection and quick recognition. For use with tapered gasket 14mm plugs.

Product

Part #

Spark Plug Indexer

920-0001

OIL PUMP PRIMER KITS Those first moments an engine runs prior to building oil pressure are when damage can easily occur. ARP’s Oil Pump Primer Kit lets you spin the oil pump with a drill motor and bring up the oil pressure prior to starting the engine. This prevents any unnecessary wear or damage to rotating, reciprocating and valve train components. ARP’s rugged primer shafts are rated at 170,000 psi to ensure extended service life of this valuable tool. They feature a special billet aluminum sleeve that accurately positions the shaft and keeps it from wobbling.

Application

Part No.

CHEVROLET SB & BB and 90˚ deluxe, 9.00˝ O.A.L.

130-8802

FORD Small block, 1/4˝ hex drive

150-8801

351C, 351W, 351M, 400, 429/460, 5/16˝ hex drive

150-8802

ROD BOLT EXTENSIONS A long taper and full radius prevents nicking and scratching of crankshaft journals during connecting rod installation. ARP rod bolt extensions act as a guide during piston and rod installation – they will also hold the bearing shell in position in some applications. Available in 5/16˝, 3/8˝ and 7/16˝ extensions are packaged in pairs and are hard anodize color coded for ease of identification. Size

Part No.

5/16

910-0001

3/8

910-0003

7/16

910-0004

Set of 3

910-0005

800-826-3045

THE COMPANY TOOLS

TAPERED RING COMPRESSORS Available in standard & metric

ARP’s new ring compressors are CNC machined from 6061T6 billet tube material and feature a true radius for each different bore diameter. What’s more, they are relieved for wire O-rings on bottom. Type 3 anodizing is used for long life, and the bore size is prominently engraved in 3/4˝ high numbers for easy identification. Standard stocking sizes from 4˝ to 4.65˝ (SAE) and 75mm to 95.5mm (metric). The true radius design is far superior to conventional “tapered” devices, and widely acclaimed by professional engine builders! This is truly the very best piston ring compressor on the market today. Size

Part No.

Size

Part No.

Size

Part No.

3.552

899-5520

4.115

900-1150

4.280

900-2800

3.572

899-5720

4.125

900-1250

4.290

900-2900

3.800

899-8000

4.130

900-1300

4.310

900-3100

3.830

899-8300

4.135

900-1350

4.320

900-3200

3.900

899-9000

4.140

900-1400

4.330

900-3300

4.000

900-0000

4.145

900-1450

4.350

900-3500

4.005

900-0050

4.155

900-1550

4.360

900-3600

4.010

900-0100

4.165

900-1650

4.375

900-3750

4.020

900-0200

4.170

900-1700

4.390

900-3900

4.030

900-0300

4.175

900-1750

4.400

900-4000

4.040

900-0400

4.185

900-1850

4.440

900-4400

4.060

900-0600

4.187

900-1870

4.470

900-4700

4.070

900-0700

4.220

900-2200

4.500

900-5000

4.080

900-0800

4.235

900-2350

4.530

900-5300

4.090

900-0900

4.250

900-2500

4.560

900-5600

4.100

900-1000

4.255

900-2550

4.600

900-6000

4.105

900-1050

4.260

900-2600

4.625

900-6250

4.110

900-1100

4.270

900-2700

4.750

900-7500

Size

Part No.

Size

Part No.

Size

Part No.

75.00mm

901-7500

82.00mm

901-8200

89.00mm

901-8900

75.50mm

901-7550

82.50mm

901-8250

89.50mm

901-8950

76.00mm

901-7600

83.00mm

901-8300

90.00mm

901-9000

76.50mm

901-7650

83.50mm

901-8350

90.50mm

901-9050

77.00mm

901-7700

84.00mm

901-8400

91.00mm

901-9100

77.50mm

901-7750

84.50mm

901-8450

91.50mm

901-9150

78.00mm

901-7800

85.00mm

901-8500

92.00mm

901-9200

78.50mm

901-7850

85.50mm

901-8550

92.50mm

901-9250

79.00mm

901-7900

86.00mm

901-8600

93.00mm

901-9300

79.50mm

901-7950

86.50mm

901-8650

93.50mm

901-9350

80.00mm

901-8000

87.00mm

901-8700

94.00mm

901-9400

80.50mm

901-8050

87.50mm

901-8750

94.50mm

901-9450

81.00mm

901-8100

88.00mm

901-8800

95.00mm

901-9500

81.50mm

901-8150

88.50mm

901-8850

95.50mm

901-9550

ROD BOLT STRETCH GAUGE We highly recommend using a stretch gauge when installing rod bolts and other fasteners where it is possible to measure the length of the bolt after tightening. It is the most accurate way to determine the correct pre-load in the rod bolt. Simply follow manufacturer’s instructions, or use the chart on page 25 of this catalog for ARP fasteners. Measure the fastener prior to starting, and monitor overall length during installation. When the bolt has stretched the specified amount, the correct preload, or torque, has been applied. We recommend you maintain a chart of all rod bolts, and copy down the length of the fastener prior to and after installation. If there is a permanent increase of .001˝ in length or more, or if there is deformation, the bolt should be replaced immediately. Don’t chance it! A sample chart is as follows: ARP offers a highly accurate stretch gauge with a dial indicator that reads in increments of .0005˝. Features extra heavy springs for consistent repetition. Comes with a heavy-duty, insulated plastic carrying case for protection. A “must” for any serious engine builder.

Product

Part #

Stretch Gauge

100-9941

Stretch Gauge, billet-style

100-9942

800-826-3045

P.O.P. POSTERS There are four distinctive point-of-purchase posters available from ARP, each covering an important product group. They measure 24˝ by 12˝. Product

Part #

Rod Bolts

999-9901

Cylinder Head & Main Studs

999-9902

Valve Train Components

999-9903

Stainless Steel Accessory Bolts

999-9904

THE COMPANY TOOLS

PROMOTIONAL MATERIALS

BANNERS You’ll see these familiar banners at race tracks from coast to coast, and you can have one for your facility, too. They’re screened on heavy-duty vinyl and have grommets on the corners. They measure 5 feet by 3 feet. Product Banner

Part # 999-9950

PLAN-O-GRAMS New for 2004 are these product layouts that will help you showcase popular items. They feature full color product photos, with provisions to display the product itself. The Plan-O-Gram is calculated on a 1˝ spaced grid pattern so it can be used on pegboard, gridwall, etc. The first offering measures approximately 2´ wide by 3´ tall, with a larger version under development at press time. Product

Part #

Driveline Planogram - 24˝ x 48˝

999-9975

Accessory Planogram - 24˝ x 48˝

999-9976

Driveline Header Card - 24˝ x 5˝

999-9977

Accessory Header Card - 24˝ x 5˝

999-9978

General Header Card - 24˝ x 5˝

999-9979

D R I V E L I N E FA S T E N E R S

The World Leader in Racing Fastener Technology

#999-9977

A C C E S S O RY FA S T E N E R S

The World Leader in Racing Fastener Technology

The World ld Leader in Racing Ra Fastener Technology

#999-9978

#999-9979

800-826-3045

THE COMPANY

TRIBUTE TO SMOKEY YUNICK For many years “Smokey” Yunick served as a valued tech consultant and spokesman for ARP. He was a popular host of our Tech Seminars at trade shows, and his knowledge of fasteners was truly astounding. Smokey passed away in 2002, but his wit and wisdom will live on. Here are a few of his observations and tech tips. R.I.P, Smokey!

Yesterday, fastener technology was pretty much “cut and try.” Often times the thinking was, if it breaksgo to one size bigger. The game of substituting aircraft fasteners didn’t work either. Although the quality was there, aviation fasteners simply didn’t exist for across-the-board substitution. They still don’t. In real life there was no bullet-proof manufacturer of fasteners specifically for race cars. There were attempts by various fastener manufacturers to claim expertise on a few special applications like rod bolts and wheel studs. But in reality, results were mixed, from good to terrible. It’s this simple; properly designing racing fasteners requires the skills of metallurgists, stress analysts and engineers. And to make them requires special machinery and manufacturing techniques. It is also a fact that there is no way to do this cheaply, or in high volume production. I was asked to be a spokesHall of Fame Mechanic man for ARP. Because I had “Smokey” Yunick never done this before, I made it a point to visit the ARP manufacturing facilities to see if their products were good enough for me to endorse comfortably. The visit blew my mind. I’ve been around some nut and bolt joints before, but nothing I’d seen before could compare with the quality of inspection of the raw materials and their manufacturing process.

Examining the “Over-Kill” fallacy

If there’s one thing I’ve heard over and over from visitors to trade shows and races it’s,“Your fasteners are great. I’m not having any problems but I’m being told, by your competitors, that ARP is overkill and therefore I’m wasting some money when I buy ARP pan bolts, manifold bolts or just about everything except for certain critical engine, drive train or suspension fasteners.” My first instinct is to say they are full of _ _ _ _. But the subject is worth talking about. Cost is an important consideration when you choose a particular vendor’s offering. Still, if you use lesser quality fasteners and they were not subject to many assembly and disassembly cycles, by people with varying skills from professional to rank amateur. Maybe, just maybe, you could make a case for minimum grade fasteners that are over designed, size-wise, to allow a reasonably safe application for conservative usage. Now, lets get back in our world. The real world. We can expect the engines and vehicles to be leaned on, from a little to beyond any sensible extreme. We can expect 10 or more assembly/disassembly cycles. We can expect over-torquing, which will leave the fastener looking 100% but actually in a condition RED, semi-failed mode. We can expect some fasteners that are minimal in quality to end up in a critical, high-stress area. We can’t expect everyone to be able to look at a fastener and determine its qualityby looks, or even by markings. So we leave ourselves wide open for expensive and possibly dangerous results. For the amount of money saved by “type rating” every fastener’s capability, and consideration of a long range view of the best mix of customers, I recommend all fasteners be of a quality that does exceed the minimum standards.

“It’s to your advantage to know fasteners.” To thoroughly understand it all would require at least 4 specific engineering degrees and 20 years of hands on experience in each. Nothing is forever, but take my word for it, ARP is the only game in town today. Just about every successful racer I know today uses their stuff 100%. You can help yourself in reference to material specs, thread lubes and torque techniques, also in fastener maintenance and handling. If you do a good job here, you’ll never lose position in a race from fastener failure.

There are many “little things” to consider 1. When you use a locking chemical for studs, bolts or even nuts, consider if you really need it. 2. If you are using a locking chemical, don’t force nuts off or studs out without a proper first step, like heat or release chemical. 3. If you can’t easily screw a nut and bolt together by hand they shouldn’t be used. 4. Consider the importance in regard to how many exposed threads are left when fastener is set. Turns out this has a bearing on necessary torque and ultimate strength of the fastener. 5. Gradually try to understand and learn the difference in the various steels used in fasteners. 6. Turns out, the best way to consider a fastener as a spring of correct elasticity for that specific job. Yup, a fastener works best when stretched a specific amount. 7. You have got to start studying fasteners just like you do pistons, cranks, rods, etc. There’s a lot to learn if you know what to look for. 8. The more you understand all the design limitations of fasteners, the better the engine durability will be. 9. If you can’t stretch the bolt enough, it can still fatigue, lose torque or get loose. 10. Use a stretch gauge whenever possible. This is the only foolproof method of getting the correct clamping force. 11. Get access to a master gauge to check your torque wrenches. You’d be surprised at how many torque wrenches read incorrect. 12. Don’t forget that you’ll get different torque readings when using different lubricants. 13. Use ARP’s moly lube whenever possible.

Get the “Inside Scoop” in Smokey’s book... In addition to being one of racing’s most famous innovators and personalities, Smokey Yunick was known for being opinionated on many matters. He told it like it was, according to Smokey. Before his passing, Yunick spent considerable effort compiling anecdotes from his illustrious career. It’s a “must have” book for anyone who is into auto racing. From Daytona Beach to Indy, Smokey lets it rip! For details on purchasing Smokey’s book or apparel call 866-SMOKEY2 or visit: www.SmokeyYunick.com

800-826-3045

APPAREL

HATS

THE COMPANY APPAREL

RACING JACKETS Take your pick from the traditional black suede-like material or new “checkered flag” motif. There’s a full nylon lining with a handy zippered pocket. A heavy-duty metal zipper provides closure, while an elastic waistband and cuffs, plus generous side pockets, round out the technical features. Graphically, there’s a large ARP logo embroidered on the back and a smaller version in front. The jackets are available in sizes M to XXXL. Call for current prices.

BLACK RACING JACKET

RACING T-SHIRTS Our T-shirts are heavy-duty 100% cotton and built to last! Adult sizes are available in three popular colors: white, sand and ash while chrildrens sizes are available in white, orange and ash. On the back is a large silk-screened full-color graphic with a “blueprint” theme and a small Automotive Racing Products logo is screened on the front. ARP T-shirts are available in sizes Small to XXXL for adults and Small (6-8), Medium (10-12) and Large (14-16) for chrildren. Please state sizes when ordering. Please call for current pricing.

CHECKERED FLAG JACKET

UNIFORM PATCHES Add color to your jacket, crew uniform, driving suit or shop apron with these top quality embroidered emblems. They measure approximately 5˝ wide by 2˝ tall. Please call for current pricing.

RACING T-SHIRTS

HOODED SWEATSHIRT

SWEATSHIRT back

ORDERING PROCEDURES All apparel must be ordered directly from ARP. Our dealers do not handle apparel. You may charge the order to your Visa or Master Card account. Please make sure you order the correct sizes, as we have a very strict return policy. Appropriate shipping charges will be added to each order; plus sales tax for California residents.

800-826-3045

All ARP apparel is sold on the basis of your being responsible for sizes. If there is a problem, you must return the garment to ARP within a week of receipt. Any garment that has been worn and soiled, dry cleaned or laundered, cannot be returned.

ARP quality fasteners… the reliable way to assemble an engine! Sales Policy & General Information Hours of operation: 7:30 AM to 4:30 PM Monday through Friday (Pacific Standard Time) Will Call hours: 8:00 AM to 4:00 PM Monday through Friday at Ventura location only For technical assistance, direct all written correspondence to the address below or E-Mail us at: info@arpfasteners.com or log onto our website at arp-bolts.com

Orders Call 805.339.2200 and request the order desk. Fax orders should be sent to 805.650.0742.

Prices All prices are subject to change without notice. Warehouse, Distributor and Jobber price lists are available directly from ARP or local parts suppliers. ARP encourages local retail sales. In the event there is no supplier or special assistance is required, you may contact ARP directly at 805.339.2200. A list of international ARP parts suppliers is continually updated at arp-bolts.com.

Terms Orders may be paid for using VISA, MasterCard or American Express. All orders and open accounts are subject to credit approval by ARP.

Shipping Normal shipping is United Parcel Service Ground. Next Day Air, 2nd Day Air and 3-Day Select are also available. Orders must be processed by 12:00 noon (PST). All orders are shipped freight collect.

Merchandise Returns Contact a customer service representative if you are not completely satisfied with the performance of a product manufactured by ARP to obtain an RMA. Always include a copy of the original invoice.

All ARP fasteners proudly made in the U.S.A.

ARP Special Projects Department Ask us what we can make for you!

www.arp-bolts.com • Toll Free: 800.826.3045 805.339.2200 • FAX 805.650.0742 • 1863 Eastman Avenue • Ventura, CA 93003 • USA